EIS 362 AB01821 1 Birds Rock Colliery Pty. Ltd

EIS 362

AB018211

Birds Rock Colliery Pty. Ltd., appendix E : environmental assessment of proposed rail spur from Newnes Junction to

colliery site AB018211 I PjOCi F HSW APPENDIX E I I I BIRDS ROCK COLLIERY PTY LTD

ENVIRONMENTAL ASSESSMENT OF I PROPOSED RAIL SPUR FROM NEWNES JUNCTION TO COLLIERY SITE ii 1 I JULY 1981

I I I I I I BIRDS ROCK COLLIERY PTY LTD

ENVIRONMENTAL ASSESSMENT OF PROPOSED RAIL SPUR FROM NEWNES JUNCTION TO COLLIERY SITE

JULY 1981

SINCLAJR KNIGHT & PARTNERS PlY. LTD. CONSULTiNG ENGINEERS I Chandos Street St. Leonards, New South Wales 2065 Australia Telex: AA26462 Phone: (02) 439 2866

6080 TAbLE OF CONTENTS

Page No.

SUMMARY 1

INTRO[)UCTION 3

PROJECT DESCRIPTION 5

3.1 LOCATION 5

3.2 ROUTE DESCRIPTION 5

3.3 DESIGN PARAMETERS 7

3.4 ARRANGEMENTS AT NEWNES JUNCTION 8

3.5 ROAD CROSSINGS 9

3.5.1 Clarence Colliery Overbridge 9 3.5.2 Service Road Overbridge 9

3.6 TRACKWORK 10

3.7 ELECTRIFICATION 10

3.8 SIGNALLING AND COMMUNICATIONS 11

3.9 TRAIN LOADING FACILITIES 11

3.10 RAIL LINE SERVICE ROAD 12

3.11 RAIL LINE CONSTRUCTION 12

3.11.1 Construction Schedule 12 3.11.2 Plant and Equipment 12 3.11.3 Clearing 13 3.11.4 Earthworks 13 3.11.5 Drainage Control 14 3.11.6 Rehabilitation 15

3.12 TRAIN OPERATIONS 16 I I I

I ALTERNATIVES CONSIDERED & POSSIBLE FUTURE DEVELOPMENTS 17

I 4.1 ALTERNATIVE PROPOSALS 17 4.2 CONVEYOR SYSTEM 17

I 4.3 ALTERNATIVE RAIL ROUTE 19 I 4.4 FUTURE DEVELOPMENTS 20

I EXISTING ENVIRONMENT 21 5.1 REGIONAL CHARACTERISTICS 21

I 5.2 CLIMATE 21 I 5.3 TERRAIN 23 5.3.1 Topography 23 5.3.2 Geology 24 I 5.3.3 Soil Types & Erodability 24 5.4 HYDROLOGY 25

I 5.4.1 Surface Water 25 5.4.2 Groundwater 25 I 5.4.3 Water Quality 25 5.5 BIOLOGY 28 I 5.5.1 Vegetation 28 5.5.2 Fauna 29 I 5.6 ACOUSTICS 30 5.7 HISTORY 31 I 5.7 1 Aboriginal Artefacts 31 5.7.2 European History 32 I 5.8 LAND FABRIC 33 5.8.1 land Ownership & Tenure 33 I 5.8.2 Land Use 34 I I I 6. ENVIRONMENTAL SAFEGUARDS 36

6.1 CONSTRUCTION ACTIVITIES 36

6.1.1 Clearing 36 6.1.2 Drainage and Erosion Control 37 6.1.3 Noise and Vibration Control 37 6.1.4 Rehabilitation 38 6.1.5 Visual Aesthetics 38 6.1.6 Protection of Aboriginal Sites 39

6.2 DESIGN AND OPERATIONAL SAFEGUARDS 40

6.2.1 Drainage 40 6.2.2 Dust Control 40 6.2.3 Rail Maintenance 41 6.2.4 Public Safety 41 6.2.5 Bush Fire Protection 41

7. IMPACT EVALUATION 42

7.1 VISUAL ASPECTS 42

7.2 SOIL EROSION & WATER QUALITY 43

7.3 FLORA & FAUNA 43

7.4 AIR QUALITY 44

7.5 AREAS OF HISTORICAL INTEREST 44

7.6 INCREASED RAIL TRAFFIC 414.

7.7 NOISE & BLASTING IMPACTS 45

7.7.1 Assessment Criteria 45 7.7.2 Construction Phase 46 7.7.3 Rail Operation 47 I I I I 7.8 LAND USES 47 I 7.9 SOCIO-ECONOMIC IMPACTS 48 7.10 TRANSPORTATION OF MATERIALS 48 I 7.11 COAL STERILISATION 48 I 8. REFERENCES 49 I TABLES I 3.1 CONSTRUCTION SCHEDULE I 3.2 COST COMPARISON - RAILWAY/CONVEYOR 4.1 CLIMATIC DATA - NEWNES AFFORESTATION CAMP AND MT. VICTORIA I 4.2 WATER QUALITY DATA I 7.1 BACKGROUND NOISE LEVELS - CATEGORY Ri AREA I I I I I I I I I I 1 I I LIST OF EXHIBITS I PROPOSED RAIL LINK I I 2. ALTERNATIVE RAIL AND CONVEYOR SCHEMES I 3. RAILWAY TYPICAL CROSS-SECTIONS I 4. FOREST STRUCTURE I 5. NOISE CONTOURS AND VIEWPOINTS I SELECTED VIEW SECTIONS I I I I I I I I I I I I I I APPENDICES 1 APPENDIX 1 ACOUSTIC REPORT I I APPENDIX 2 FLORA SURVEY I APPENDIX 3 ARCHAEOLOGICAL REPORT I I I I I I I 1 I I I I I 1. SUMMARY

This report has been prepared to assess the environmental impacts that might arise as a result of the construction and operation of a single track, standard gauge, electrified coal haulage rail line from the site of the proposed birds Rock Colliery to Newnes Junction on the State Rail Authority's Main Western Rail Line.

The proposed rail line would traverse the eastern side of the Newnes Plateau and its completion is scheduled to coincide with the commencement of coal production at the Colliery early in 1984. The proposed route would take the line partly through country that has been used for rail purposes in the past and partly through terrain which has not had a history of significant construction activity although much of it has been and continues to be used for forestry purposes, in particular, the cutting of regrowth timber for mine pit props and the clearing of land for pine plantation establishment. The Newnes Plateau area, apart from being a multiple use recreation area, also currently supports developments including quarrying, forestry and coal mining.

Immediately east and north east of the Plateau are two of the State's larger National Parks, namely the Blue Mountains National Park and the Wollemi National Park. A full description of the Newnes Plateau is contained in Chapter 5, Existing Environment.

The development of the rail line would have adverse effects on the acoustic environment of the Plateau and some adjacent areas, on some of the swamp areas along the route and on visual quality at the northernmost end of the line (although this latter impact would be only short term). The proposal would also increase soil erosion hazards along some sections of its route. The majority of these impacts are short term and, as described in this document, can be kept to acceptable levels. Long term impacts include increased noise levels at Newnes Junction which will be generated by train movements from the Colliery to the Main Western Rail Line, and increased rail traffic movements amounting to an average of 3.5 trains (7 movements) per day. The significance of increased rail traffic movements on the Main Western Line is that the level crossing on the Great Western Highway at Katoom- ba will have to be closed for an additional 35 minutes per day.

1 The significance of the direct environmental impacts of the project on the Newnes Plateau area is assessed within the context of existing levels of activity on the Plateau, and in the light of the environmen- I tal safeguards which will be adopted during both construction and operation of the Line, which are detailed in Chapter 6, 'Envirorimen- tal Safeguards'. Within that context, and bearing in mind the limited I alternatives available as discussed in Chapter 4, 'Alternatives', it is considered that the proposal offers an economically efficient and eri- vironmentally acceptable way of transporting coal from Birds Rock to I export ports in Sydney and Wollongong. I I I I I H I I LI I I 1 I I 2 1 I 2. TNT RO DUCT ION 11 I Birds Rock Colliery Pty. Ltd. has proposed the development of an underground coal mine at Birds Rock, approximately 13 kilometres north I of Lithgow.

A full description of the Colliery Proposal is contained in the Birds Rock Colliery Environmental Impact Study (Ref. 1.). I The mine has been designed to produce, at full capacity, 3 million tonries per annum of steaming coal for export. Projected mine life is I approximately 30 years and production is scheduled to commence in 1984. I To transport coal from the mine to the export ports of Balmain and Port Kembla it is proposed to build an electrified rail line from the I colliery site to Newnes Junction, approximately 11 kilometres to the south, where it will link up with the State Rail Authority's Main I Western Rail Line.

Current planning schedules provide for rail construction works to start in June 1982 and to end in October, 1983. I This document describes the project and assesses its likely impacts on the physical, biological and aesthetic environment of Newnes Plateau - and surrounding areas.

I Chapter 3 describes the proposed rail route, the rail line design, and the timing and nature of activities involved in its construction. it also includes a description of rehabilitation procedures proposed to be I implemented on all disturbed areas and embankment batters. Chapter 4 discusses the alternative schemes for hauling coal from the mine site to the State Rail Authority's Main Western Line that were consi- I dered during the design phase, and outlines possible future mining developments on the Plateau and the role that the proposed rail line may play in these developiuerits. I

3 I I I Chapter 5 describes in detail the Newnes Plateau environment, current I land uses, and areas of historical and archaeological interest.

I Chapter 6 describes the environmental safeguards that will be implemented during the construction phase, with particular attention being paid to erosion control, water management, protection of aboriginal I sites and rehabilitation.

I The final chapter, Chapter 7, discusses the likely environmental impacts of the project. I I I I I I I I I I I I I I 4 I I 3. PROJECT DESCRIPTION I I I 3.1 LOCATION

The proposed rail line will divert from the State Rail Authority's Main I Western Line at Newnes Junction and then strike northwards across Newnes Plateau for approximately 11 kilometres, terminating in a balloon loop at the site of the proposed Birds Rock Colliery, immedia- [I tely north of the Forestry Commission's Nine Mile Pine Plantation.

I The route of the line will be confined exclusively to the Newnes Plateau, a sandstone plateau approximately 1000 metres in altitude which terminates in rugged, steep escarpments adjacent to the Wolgan I Valley, approximately 23 kilometres north of Newnes Junction. I 3.2 ROUTE DESCRIPTION I The route of the proposed railway is illustrated on Exhibit 1, Proposed Rail Route. The detailed route description below is best read in I conjunction with that Exhibit. I Kilometre 0 to Kilometre 1 - The take off point (kilometre 0.0 reference point) of the proposed rail line is at the Newnes Junction refuge loop adjacent to the existing Clarence Colliery balloon Loop. The I line parallels the balloon loop 'up' line for a distance of approximately 600 metres through the existing cutting at a grade of 1 to 125. At the end of the cutting, between the old Zig Zag and Newnes Railway I formations, the gradient increases to 1 in 54 and the line passes through another cutting 125 metres long with a maximum depth of I approximately 12 metres.

Kilometre 1 to Kilometre 2 - The line then passes beneath the Clarence I Colliery access road and through the western section of Kables quarry lease. The line in this section is in cut for approximately 700 metres reaching a maximum depth below the natural ground surface of 19 I metres. This section also includes a 760 metre passing loop which can contain the largest unit train with adequate signal site clearance. I I 5

I Kilometre 2 to Kilometre 3 - The line turns north on a minimum radius 400 metre curve running across a 250 metre long embankment, approxi- [1 mately 15 metres in height. It then passes into a cutting of 12 metres maximum depth and 14.00 metres length. This cutting takes the line through a low ridge and onto the southern side of the main ridge I leading to the Bald Hill Trig Station. The line reaches a crest at km. 2.4 and commences a long decline at 1 in 134 grade. I Kilometre 3 to Kilometre 4 - This section commences with a 250 metre long embankment which reaches a maximum height of approximately 20 I metres, which takes the line onto the old Newnes Railway alignment. A 400 metre radius curve takes the line around the base of Bald Hill. The line reaches a low point at km. 3.2 and then commences a 1 in 86 I climb which continues until approximately km. 5.1.

I Kilometre 14. to Kilometre 7. - This section takes the line around Bald Hill and along the Newnes Railway alignment until approximately km. 5.1. Up to this point the line will mainly be in low (approximately 5 I metres) cuttings, the only exception being a 200 metre long, 12 metre maximum height embankment which takes the line across a gulley immediately north of Bald Hill. After the high point at km. 5.1. is reached I the line commences a 1 in 100 decline. Numerous creeks drain north- west from this section but the line clears these in a series of cuts and fills well up slope. The major fills in this section occur at km. 5.4 (450 metres long, maximum height 10 metres) and km. 6.5 (250 metres I long, maximum height 17 metres). I Kilometre 7 to Kilometre 9 - The line enters the Paddys Creek catchment at approximately km. 7.0. The southern approach to Paddys Creek will be through a cutting approximately 420 metres long and 10 metres I maximum depth. The creek and swamp crossing occurs at approximately km. 7.4 on an embankment approximately 125 metres long and 5 metres high. The line exits Paddys Creek through a low (5 metres), short LI (175 metres) cutting turning northeast to run along the northern side of the Paddys Creek catchment. Two minor tributaries of Paddys Creek are crossed on embankments at km. 7.7 and km. 7.9. The line then I enters a long cutting as it climbs towards a saddle at the eastern end of the ridge line. At approximately km. 9, the line crosses into the I catchment of Nine Mile Creek.

Kilometre 9 to Kilometre 11 - The line maintains grade into the next I catchment by passing through a deep cutting (approximately 17 metres maximum depth), then crossing the creek on a long, inclined embankment. This embankment will be approximately 400 metres long with a maximum I height of 10 metres. The line mainly passes through land cleared for pine plantation establishment in this catchment although the southern I approach to the creek will be through heavily timbered land immedately I I east of the plantation area. The line leaves the creek through a cutting which takes it into the catchment of another tributary of Nine I Mile Creek. The terrain here is much flatter and will be traversed by the longest embankment on the line (approximately 675 metres). For the bulk of its length it will be quite low (less than 4 metres) but at I the creek crossing its height will increase to approximately 10 metres. The line then enters a cutting through Waratah Ridge where the entry /exit section of the balloon loop is located. A rail overbridge is provided at km. 10.8 to take the mine services road over both entry and I exit tracks. I Balloon Loop - The southern end of the balloon loop will be in cut. Thecutting will continue for approximately 500 metres along the eastern or entry side of the loop. The 200 metre radius balloon loop curve will be carried on an embankment (maximum height 8 metres) which will taper off as the loading point at the western end of the curve is approached. The loading point has been located so as to be at natural I ground level. In accordance with State Rail Authority requirements the approach to and exit from the loading point is at an adverse I gradient of one in 300.

3.3 DESIGN PARAMETERS

I The track design is based on the State Rail Authority's requirements for heavy haul railways in N.S.W. The more important of these I criteria are set out below:

Gauge of tangent 1435mm (straight) track

. Track Classification 1X heavy duty mainline 25 tonne I nominal maximum axle load

Rail Section 53 kglm welded

Sleepers Timber for 1X

. Ballast Grade 1, nominal depth of 300mm I under sleepers, 400mm shoulder distance

I Minimum Curve Radius 400m absolute (without speed restriction) 800m where possible I Maximum Grade Against 1 in 80 (1.25%) (Grade to be Load compensated on curves) I 1 7 I . Maximum Grade Against 1 in 50 (2.00%) (Grade to be I Empty Train compensated on curves) . Formation Width 8.5m

I Right of Way 40m . Electrification Clearances are to be provided for electrification 1 at 1500 volts DC, overhead wiring

I Bridge Design M270, (approximately equivalent to Coopers E60) I Cross Drainage 50 year recurrence level

I The criteria which had the greatest bearing on route selection were the minimum curve radius of 400 metres absolute and the maximum permissible grade against the load of 1 in 80 (1.25%). Gradients on curves must I be reduced to take account of increased resistance of the trains. I Trains using the line would consist of 41 No. 58 tonne payload CTS bottom-dump waggons with three locomotives and a brake van. Net payload in this case would be 2378 tonnes with a train length of approximately 690 metres. I Alternatively, trains could consist of 31 No. 77 tonne payload CHS bottom-dump waggons with a net payload of 3287 tonnes and overall train I length of approximately 580 metres.

3.4 ARRANGEMENTS AT NEWNES JUNCTION

I There is an up-refuge loop on the northern side of the Main Western Rail Line extending from one side of the Newnes Junction Station to the I other. The Birds Rock rail spur takes off this loop at a point to the west of the station. I Both Birds Rock and Clarence Colliery trains will enter the Main Western Line via the refuge loop although Clarence Colliery trains will I join the refuge loop approximately 500 metres east of Birds Rock trains. The entry/exit lines to the Clarence Colliery balloon loop I 8 I I pass through a substantial cutting. There is already adequate space in this cutting to allow the installation of a third line for the Birds Rock Railway. At present this space is required for inspection of I loaded trains from Clarence before they join the main Western Line and adequate lighting to permit this has been installed. It is anticipated that the State Rail Authority will shift its train inspection facilities to Mt. Victoria by mid 1981 so that the extra space in the balloon I loop cutting will be available for the Birds Rock Railway. The wooden poles carrying the electrification system for the Clarence railway are also Located in this vacant space. These will be removed and replaced 1 by double track overhead line supports as part of the Birds Rock Railway construction programme. I The signalling equipment and additional trackwork necessary to cater for the Birds Rock Railway has already been installed on the refuge I loop as part of the Clarence Colliery Rail development. I 3.5 ROAD CROSSINGS I I 3.5.1 Clarence Colliery Road Overbridge

The proposed railway will pass under the Clarence Colliery access road I at kilometre 1.1. A prestressed concrete I beam girder road bridge will be provided to carry the access road over the railway. The bridge will be approximately 20 metres long and 11 metres wide. The I two lane access road is 7.4 metres wide with 1.8 metre shoulders.

I 3.5.2 Service Road Overbridge I The entry/exit tracks for the balloon loop at Birds Rock will pass under both the Prison Farm and Glow Worm Tunnel roads at approximately kilometre 11.0 and 11.1 respectively. To avoid the need to construct I two bridges it is proposed to provide access to the northern sections of the Prison Farm Road and the Glow Worm Tunnel Road from the Birds Rock Mine Services Road. Consequently, only one overbridge will be I required at approximately kilometre 10.8., as shown on Exhibit 1, Proposed Rail Line. The bridge will be of similar design to the I Clarence Colliery Access Road overbridge. 1

9 I 3.6 TRACKWORK I The current design allows for the installation of 53kg/metre rail laid on hardwood timber sleepers. However, the State Rail Authority may I require the installation of the new standard 60kg/m rail.

The rail comes in 13.5 metre lengths which will be flash butt welded into 110 metre strings at the Authority's facilities at Chullora in Sydney. The strings will be thermit welded into 440 metre lengths on I site. The rail will be attached to the sleeper plates by resilient metal spikes. I Three hundred millimetres of crushed rock ballast will be laid beneath the sleepers and this in turn will be laid on a fine crushed sandstone I capping. Overall, it is estimated that 24000 cubic metres of ballast will be required all of which will be brought in from an existing quarry near Lithgow by truck. This will require approximately 5 I trucks per day over the full earthworks.

3.7 ELECTRIFICATION I The line will be electrified so as to be compatible with the existing 1500 volt DC system on the Main Western Line. The overhead line will I be a simple catenary system suspended from steel masts. Steel masts will be used in preference to single wood pole masts to provide secu- rity in the event of bushfires.

The first section of the line will be fed from the SRA's Newnes Junc- I tion substation via a separate DC feeder so that the Birds Rock line and the Clarence balloon loop line are not interconnected. I An additional substation will be required at approximately kilometre 9., on the ridge between the Paddys Creek catchment and the Nine Mile I Plantation. The substation will contain an outdoor 66KV switchgear compound, two 4 MW transformer/rectifier units, circuit breakers, isolators and protection equipment, batteries, auxiliaries and super-. I visory equipment. A small single storey brick structure will be provided to contain all indoor equipment. I 1-1 10 1 I The substation will be supplied by a 66 Ky, 50 Hertz transmission line mounted on poles running alongside the track and separate from the overhead wire masts. A 66 KV back up supply from the Birds Rock H Colliery will also be provided. This will be routed alongside the rail line in the same manner as the main supply. I 3.8 SIGNALLING AND COMMUNICATIONS I

The signalling system has been designed in accordance with State I Rail Authority requirements and includes 11 signals. There will be 2 signals at Newnes Junction, one on each side of the junction with the refuge loop. Five signals are required at the passing loop and 3 at I the balloon loop.

I All operational power and control cabling alonq the line will be ducted. Telephones will be provided at each signal/lead point with I separate channels for both operating and maintenance personnel.

I 3.9 TRAIN LOADING FACILITIES

I The train loading point will be located on the western side of the balloon loop at the end of the 200 metre radius curve at the head of the loop. 'I ]

A 2000 tonne overhead rail loading bin will be constructed at the I loading point. The load out facility will be fitted with automatic weighing and sampling facilities, a telescopic loading chute, wash down facilities, a concrete apron and sump. Feed to the load out bin will I be via a 1500 mm wide conveyor with a capacity of 2000 tonnes per hour. I The loop is of sufficient length to accommodate two train lengths before the loading point and one train length after it. In accordance I with S.R.A. requirements, trains will load on an upgrade of 1 in 300 for a train length on each side of the loading point. I I I 11 1 1 1 I 3.10 RAIL LINE SERVICE ROAD

The preliminary rail line design (Ref. 2) provides for the construction 1 of a rough graded vehicular road following the line to provide access for track maintenance and associated activities. This service road is I discussed further in Chapter 6, Environmental Safeguards. I 3.11 RAIL LINE CONSTRUCTION

I 3.11.1 Construction Schedule

I Current planning allows for the rail line to be operational for coal haulage early in 1984. To meet this deadline, the schedule set out in Table 3.1., Construction Schedule, would have to be adopted. The I schedule shows that construction activities on the site would be under way for approximately 17 months. I Table 3.1. Construction Schedule

Activity Time Frame I (Project months)

I Survey and Ceotechnical Detail 1 - 2

Design and Documentation 5 - 8

I Civil Construction 15 - 32 I Electrical Works 26 - 32 Signalling Works 15 - 32 I Commissioning 33 I I 3.11.2 Plant and Equipment

I The number of items of construction plant will depend on the adopted construction timetable. However, the basic fleet would comprise of I the following: I 12 I I

. 2 large ripping bulldozers (of size similar to a Caterpillar I D9) I . 2 scrapers . 2 rollers I One qrader . One front-end loader

I 4 trucks I The plant numbers may be more depending on whether it is decided to work a number of faces simultaneously. For instance, if construction is to occur on two faces, 2 fleets would be needed and plant numbers I would be doubled. Whichever approach is adopted, no new access roads to the alignment are proposed. Access to working areas will be by way of previously existing roads or by way of previously constructed I sections of the formation. I 3.11.3 Clearing I Although an easement approximately 40 metres wide will be fenced, clearing of vegetation and topsoil stripping will only be carried out I to a width necessary to permit rail construction. Bearing in mind the potential value of much of the timber in the area (mainly for pit props) guidance from the Forestry Commission will be sought with a view I to salvaging all potentially marketable timber. All non-marketable timber will be disposed of on-site either by burning or burying in accordance with Forestry Commission recommendations.

Topsoil will be pushed aside and stored for subsequent use in the I revegetation programme. To minimise the residence time of topsoil in stockpiles, thereby maintaining soil biological activity at as high a level as possible, clearing and stripping will be confined, as far as I is practicable, to the areas immediately preceding earthnioving activities. Soil stockpiles will be located so as to be as close as possible to sites of greater topsoil demand (principally large fill batters).

I 3.11.4 Earthworks

Preliminary design indicates that total earthworks will amount to approximately 700,000 cubic metres with an approximate balance between 1 13 cuts and fills. Nearly half of the earthworks will be required in the first section of the line between kilometre 0 and kilometre 3 where I earthworks will total approximately 287,000 cubic metres.

Although a detailed geological investigation of the route has not been I carried out, visual inspection reveals that sandstone exists over the full length of the route. It is anticipated that 80% of the excavation will be through weathered and rippable sandstone while the re- I mainder will require blasting. Notwithstanding this, inspection of comparable cuts on both the Clarence Colliery rail line and along the Zig Zag Railway formation suggests that the material is relatively I stable when exposed. It is expected that cutting slopes of 1 (vertical) in 1/4 (horizontal) will be satisfactory but this may be subject to alteration based on geotechnical advice. Catch drains will be installed up-slope of the cuttings to divert surface runoff. The base I of the cuttings will be approximately 9.4 metres wide and table drains will be provided on each side of the railway formation. A typical I cut section is illustrated on Exhibit 3, Railway Typical Cross-Sections.

Embankments will be constructed of crushed and rolled sandstone. Batter slopes will be adopted to suit local conditions. The Soil Conservation Service has recommended a slope of 1 in 3 to provide protection against soil erosion (Ref. 3). This recommendation I will be adopted generally. However, there will be occasions where local topography or the desire to minimise disturbance may require the use of steeper slopes. In such cases slopes as steep as 1 in 1.5 will I be used. The advice of the Service regarding erosion control procedures will be sought and adopted. I 3.11.5 Drainage Control

' The greatest threat to water quality arising from the project will occur during the construction phase when substantial areas of disturbed soil will be exposed and soil erosion will occur. I The major risk will occur in the catchments of Paddys Creek and Nine Mile Creek. In order to control the effect of erosion on downstream I waters installed and runoff from construction areas will be directed to these dams by a network of catch drains. The location of the dams can I only be determined after detailed railway design is completed.

The dams will be designed to provide sufficient residence time to I settle out suspended solids from the runoff water. They will also be I 14 i I regularly dosed with alum to flocculate colloidal material so that impacts on stream turbidities are also controlled. At the completion of construction these dams will be removed to eliminate the risk of subsequent failure and pollution of the streams.

Runoff will be piped through the embankments and through energy dissi- pating structures where necessary to control erosion. Culverts will I be installed at, creek and swamp crossings to maintain natural drainage. All cross drainage will be adequate to deal with 50 year recur- I rence interval floods.

All catch drains will be jute meshed and planted to control erosion.

I 3.11.6 Rehabilitation I A rehabilitation plan will be implemented to control the visual impact of the project and to protect regional water quality by controlling I erosion from cleared areas, embankments and cuttings.

1 The extent of rehabilitation works required will be controlled in the first place by limiting the amount of clearing to a minimum consistent with construction requirements. All topsoil on cleared areas will be I stripped and stockpiled for later use as set out in section 3.11.3, Clearing. The stockpiles will actually be long wiridrows so problems with compaction of the lower levels of the stockpiles are not antici- I pated.

The topsoil will be spread to a depth of approximately 50mm over all embankments and other disturbed areas as soon as construction activities are completed or as seasonal conditions allow. The harsh winter conditions in this area suggest that topsoiling and seeding of embankments may be better left until the late winter/early spring and summer I periods when plant growth conditions are optimal.

After the topsoil is spread, the sites will be fertilised and sown. Species selection and fertiliser rates will be in accordance with Soil recommendations based on the Service's previous experience in the area. It is proposed that a seed mix containing ConservationServiceboth exotic pasture grasses (to provide short term ground cover) and native understorey species (to provide deeper rooted, long term and low maintenance cover) would be used.

1 15 I I I 3.12 TRAIN MOVEMENTS

Current planning provides for mine production to commence early in 1984 1 at an initial rate of 2 million tonnes per annum (MTPA) rising to 3 MTPA over the subsequent few years. The full production rate is I equivalent to 13600 tonnes per day.

The actual movement of trains on a day to day basis will be determined I by the arrival of ships and the ability of the SRA to provide service. However, based on 360 haulage days per year there would be an average of 3.5 trains per day with the peak haul rate expected to be 6 I trains per day. 1 I I I I I I I I I I I I 16 I 4. ALTERNATIVES CONSIDERED AND POSSIBLE FUTURE DEVELOPMENTS I

4.1 ALTERNATIVE PROPOSALS I A number of alternative proposals for transporting product coal from the Birds Rock Colliery to the Main Western Line at Newnes Junction were examined prior to deciding on the recommended scheme. The I principal alternatives are discussed below and reasons for the selection of the preferred alternative are given. Obviously a prime factor in making the final decision was economic, however technical and I environmental considerations also entered into the decision.

I Two alternatives to the preferred option were considered in detail. These were a conveyor system with stockpiling and rail loading facilities on the Clarence Colliery site, and a railway following an alter- I native route generally along the alignment of the old Newnes Railway. The routes of both schemes are shown on Exhibit 2, Alternative Rail and Conveyor Schemes. I

4.2 CONVEYOR SYSTEM

Preliminary design studies indicated that a conveyor system suitable to handle the projected production rate of 3 million tonnes per annum would need to have a capacity of 540 tonnes of coal per hour which I would be achievable with a 900mm wide belt with 300 trough and an operating speed of 2.3 metres per second. The conveyor would have to operate 20 hours per day, 285 days per year. To maintain acceptable I belt tension a maximum module length or flight of about 2 kilometres would be required. Maximum grade allowable was 16°. I The route selected would require 8 flights. The conveyor leaves the main coal stockpiles at the Birds Rock Colliery, passes under the I main service road in a reinforced concrete culvert to a transfer tower immediately south of the Glow Worm Tunnel Road. The conveyor then heads south-west to a transfer tower near the forestry huts at Bungle- boon. The line turns south-east following the main ridge line I keeping east of the Old Bells Line of Road to a transfer tower on the southern boundary of the Paddys Creek catchment. The fourth night again parallels the Old Bells Line of road heading in an easterly I direction towards the next transfer tower. The fifth flight heads in I 17

i I

a south-easterly direction to a transfer tower approximately 500 metres north of the Bald Hill Trig. The sixth flight crosses the ridge to I the west of the Trig to a transfer tower on the ridge line north west of Kables Quarry. A short flight then takes the conveyor into the valley between Bald Hill and the knob to the south of it ending in a I transfer tower on the latter knob. The conveyor loses 90 metres in height in this flight. The final flight takes the conveyor east of the Kables Quarry and under the Clarence Colliery access road to I terminate in a surge bin at the Clarence Colliery stockpile. P An access road approximately 4 metres wide would be constructed alongside the conveyor to allow maintenance works to be carried out. An 11KV power line would run adjacent to the conveyor for its entire I length and a total of 8 11KV/415V substations would be installed adjacent to the conveyor drives. The substations would be standard I pole mounted structures.

Associated with the conveyor would be a coal stockpile, reclaim and I train loading facilities adjacent to the Clarence Colliery in addition to the stockpiles at the Birds Rock end. Space for a 150,000 tonne stockpile is available to the south of the existing Clarence run-of- I mine coal stockpile. I The conveyor alternative is preferable in terms of direct physical interference with the environment. Earthworks are considerably less and the potential for impacts on swamp flora and fauna, water quality, I and erosion are diminished. However, a substantial easement width would have to be cleared for construction of the conveyor, power lines and service road and this easement would have to be kept cleared for I bushfire protection purposes. For alignment reasons, the conveyor would need to follow more closely the Old Bells Line of Road resulting in a more significant visual impact. In addition, part or all of flight 6 and transfer station 6 would be visible from viewpoints east I and north-east of the Plateau due to the lack of high screening vegetation on the top and western side of Bald Hill. The conveyor would be partly enclosed to provide wind protection. However, some spillage is I inevitable and this would have to be combatted by suitable drainage catch dams. I On balance, it is not considered that a conveyor is environmentally any more acceptable than the coal rail line. The low frequency of train I movements results in an acceptably low level of active intrusion on the environment.A conveyor, on the other hand, will provide active visual I intrusion even when coal is not being moved. I I 18 I Significant cost disadvantages are also inherent in the conveyor alternative. The nature of this cost disadvantage is shown in Table 4.1 Cost Comparison of Railway/Conveyor Options. Although the I figures are only approximate it shows that the conveyor alternative would be approximately 50% more expensive over the project life. I Table 4.1 Cost Comparison of Railway/Conveyor Options I Alternative Capital Operating & Maint. Costs TOT P Costs Cost per Cumulative tonne Discounted Costs

Electrified Railway I along preferred route 13.6 0.65 55.3 68.8 I Conveyor 20.1 0.95 80.1 100.2 I (All costs in $ million at 1980 rates)

I 4.3 ALTERMATIVE RAIL ROUTE

Consideration was given to a route which followed the alignment of the Old Newnes Shale Railway, the route of which is also shown on I Exhibit 2 and which essentially follows the Old Bells Line of Road.

The principal shortcoming of this route is that it would require U substantial cuts (up to a maximum of 24 metres), at least 7 curves of 300 metres radius (which would be tighter than the SRA preferred minimum radius of 400 metres), and would require an adverse grade of 1 [1 in 74 from the Birds Rock balloon loop to the high point on Waratah Ridge (as against a maximum allowable adverse grade of 1 in 80 on straight track). These substantial technical difficulties reflect the fact that the design standards of shale railways built in the early LI 20th century are completely unacceptable in terms of modern railway I design and practice.

The increased length of this alternative would render it approximately I $1.1 million more expensive than the preferred alternative. The current SRA rail freight charges are based on the distance from the poinL of loading to the point or discharge, the rate being constant for distance increments of several kilometres. As it happens, the distan- I ce from the load point at Birds Rock to either Balmain or Port Kimbla is at the bottom end of a distance increment and, on the face of it, I 19 I I the extra distance involved in the alternative rail route would not attract increased freight charges. However, there can be no guarantee that the current charging policy will be constant throughout the life I of the mine or that future railway works on the Main Western Line or elsewhere will not alter the haulage distance. Therefore it is considered prudent to calculate freight rates on a cost per kilometre basis and to include this cost in the assessment of alternatives. In I this case, the current incremented cost per kilometre is approximately 3 cents per kilometre so that the additional annual freight charge due to the extra 1 kilometre involved in using the rail alternative would I be approximately $90,000 for 3 million tonnes of product coal. I Substantial visual impact would be produced from the adjacent Old Bells Line of Road and the Blue Mountains National Park to the east. Although by placing the route close to the ridge line conflict with I high level swamps is diminished, it is considered that on balance the proposed option is more suitable overall. I I 4.4 FUTURE DEVELOPMENTS

No further development of the proposed railway in association with the I Birds Rock Colliery operation is planned. However, it is noted that the rail line passes through land subject to a coal Authorisation to Prospect No. 48 held by Austen & Butta Ltd. The intention of the I Authorisation holders is to mine coal in the area by underground methods and consideration is being given to a rail spur from the proposed Birds Rock Line.

The northern end and western boundaries of the proposed Birds Rock I Mining Purposes Lease Area (MPLA) adjoin the remaining parts of Authori- sation 104 which will be retained by the Electricity Commission for future electricity generation. Should any development be proposed in I these areas it would once again be logical to assume that use would be made of the proposed Birds Rock Railway. I Further north of Authorisation 104 lies an area for which Coalex Pty. Ltd., the operator of the Clarence Colliery, has submitted a lease I application under the Mining Act, 1906. The area is referred to as 'Possible Wolgan' in the Birds Rock Colliery E.I.S. (Ref. 1). No application for an Authority to Prospect has been made under the Mining U Act 1973. The recently proclaimed Wollemi National Park runs through the area and it is understood there is no application planned. Nevertheless, if any such devclopmcnt were to occur, rail access to the I site would logically be gained via the proposed Birds Rock rail line. I 20 I I 5. EXISTING ENVIRONMENT

5.1 REGIONAL CHARACTERISTICS

The proposed Birds Rock Railway will traverse the southern section of I Newnes Plateau from Newnes Junction to the proposed Birds Rock colliery site. The Plateau lies about 5 kilometres east of Lithgow and main- I tains an altitude generally greater than 1000 metres.

The Plateau is a significant watershed with its eastern slopes draining into tributaries of the Colo River and then to the sea. Drainage west from the Plateau runs into the Cox's River which flows south to the Warragamba Dam before flowing north in the Nepean River and on to the I sea. Immediately east of the Plateau lies the Blue Mountains National Park, the boundary of which is only 2 kilometres from the southern section of the proposed rail line. The Wolbemi National Park lies I approximately 10 kilometres north-east of the proposed Birds Rock Colliery site. I The southern end of the Plateau is traversed by the State Rail Autho- rity's Main Western rail line, the main rail artery of the western districts of NSW, and by Bell's Line of Road which is the principal alternative to the Great Western Highway for road access to the western slopes and plains.

The Newnes Plateau has a history of railway development. It is presently subject to a wide range of expboitive and recreational land uses including coal mining, quarrying, pine plantation development, timber cutting, bushwalking and historical sightseeing.

5.2 CLIMATE

I The only weather station on the Plateau is at the Newnes Afforestation Camp, approximately 4 kilometres north-east of the Birds Rock Colliery site, although its records are only relatively short term. A weather I station is also maintained by the Bureau of Meteorology at Mt. Victoria which is of comparable altitude and aspect to Newnes Plateau and for I which longer term records are available. 1 21 ------

TABLE 5.1 CLIMATIC DATA - NEWNES AFFORESTATION CAMP & MT. VICTORIA

Climate Data 3 F M A M 3 3 A S 0 N D Year

Mt. Victoria Mean Monthly Temperature (°C) 20.1 20.3 18.6 15.5 11.1 8.6 8.0 8.9 12.1 14.8 17.3 18.9 14.5 Mean Daily Max. (°C) 22.0 21.7 19.7 16.7 12.1 9.7 8.9 10.1 13.3 16.3 18.8 21.0 15.9 Mean Daily Mm. (°C) 12.0 12.4 11.0 8.4 5.0 3.4 1.9 2.8 4.5 7.2 8.8 10.8 7.4 Rainfall (mm) 114 118 99 83 74 91 73 63 61 75 81 95 1027 No. of Rain Days 12 12 12 1 10 11 10 10 9 11 11 11 130 Mean Relative Humidity (%) 60 60 62 61 67 71 63 63 55 56 50 50 60

Newnes Afforestation Camp: Mean Monthly Temperature (°C) 21.5 19.5 19.1 16.1 11.6 8.87 8.6 9.5 12.7 15.4 17.0 20.7 15.0 Mean Daily Max. (°C) 23.3 22.7 20.9 18.0 13.5 10.6 10.0 11.1 13.8 18.0 19.7 22.5 17.0 Mean Daily Min. (°C) 10.4 11.2 9.8 5.7 3.1 0.1 -1.1 0.5 2.0 7.6 8.7 11.9 5.8 Rainfall (mm) 122 120 88 74 73 93 64 81 66 91 87 93 1052 No. of Rain Days n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. n.a. Mean Relative Humidity (%) 55 76 65 66 84 71 71 67 73 56 65 53 67

22 I Table 5.1. Climatic Data, Newnes Afforestation Camp and Mt. Victoria, displays data from both stations. The data indicates that the area I has a cool temperate climate with cool to cold winters and very mild summers. The rainfall is relatively uniform with a very slight summer maximum. Both areas experience frequent frosts and Mt. Victoria I receives between 5 and 15 sriowfalls per year. Wind data is not recorded at either station, however the prevailing winter winds are north-westerlies and those in summer are predominantly easterlieswesterlies andand north-easterlies. Maximum wind speeds at Mt. Victoria in both winter and summer have been estimated at 50km/hour although gusts in excess of 100km/hour are believed to occur

The significance of the climatic data to the proposed pro,ject relates I to winter temperatures and rainfall limiting plant growth and wind conditions which will require particular attention being paid to dust control procedures at both the rail loading bin and on the trains.

Since winter conditions will be so harsh, it would be desirable to I limit topsoil spreading, seeding and fertilising to the period from mid-spring to early autumn. Growing conditions during summer are I likely to be ideal.

I 5.3 TERRAIN

5.3.1 Topography

I The topography of the site is very strongly influenced by the under- lying geology. The Triassic sandstones of the Narrabeen Group are substantially ho:rizontally bedded and valley development is a result of the erosive action of water along joints in the otherwise massive sandstone substrate. I

Newnes Plateau reaches an altitude of approximately 1100 metres Australian height Datum (AHD) at its southern end, falling gradually to I approximately 1000 metres AHD to the north before dropping away preci- pitiously into the Wolgan Valley. To the east and north east of the Plateau, the terrain becomes much more heavily dissected and plateau I development is much less extensive. I I 1 23 LI 5.3.2 Geology I The surface geology of the Newnes Plateau is comprised almost exclusively of sandstones of the Narrabeen Group, in particular, the Grose Sandstone Formation. The formation is very deep (up to 250 metres), I coarse grained and massive. The sandstones are sometimes inter-bedded with shale bands. These relatively impermeable bands are one of the principle causes of the perched water tables which are a feature of the I plateau area. Swamp development on these perched water tables is quite common. I The strength of the sandstone varies laterally and with depth depending mainly on the amount of iron cementing of the rock. Where there is a I limited amount of this iron material, the rock can be quite easily ripped by bulldozers. I I 5.3.3 Soil Types and Erodability

Soils derived from the sandstone parent material on the site are I generally of poor quality in terms of both structure and fertility. Although the soils of the area have not been extensively surveyed a regional assessment by the Soil Conservation Service (Ref. k) suggests I that soils derived from the Triassic Sandstones are predominantly Grey and Yellow Brown Uniform Sands and Sandy Yellow Leached Gradational Soils. Soil depth is variable but ridge soils are generally inclined to I be very shallow while in the gullies, erosion products from the ridges accumulate and soil depth can exceed 2-3 metres under certain circumstances. As mentioned in Section 5.3.2., Geology, swamp development is common on perched water tables and along some creek lines on the I Plateau. Soils under these swamps are thought to be deep peaty sands. I

The clay content of these soils is variable down to approximately 15%. The clay is kaolinitic, often very dispersable with a low wet I strength. The implication is that where there is a substantial soil profile, there could be erosion problems unless adequate care is taken with batter design, the limitation of disturbance during construction I and the provision of drains to control surface water movement over disturbed areas. I I I 24 I I I 5.4 HYDROLOGY I 5.4.1 Surface Water

Rainfall runoff from the Newnes Plateau feeds into three catchments, I the Cox's River catchment to the west, the Wolgan River catchment to the north and the catchments of Nine Mile Creek (which is a tributary I of Bungleboori Creek) and Wollangambe Creek to the east.

I Drainage from the area to be traversed by the railroad flows almost exclusively eastwards to Nine Mile Creek and Wollangambe Creek. The only exception to this occurs at the southern end of the route where the line will briefly intrude into the catchment of Dargans Creek 1 which subsequently flows into the Coxes River. All catchments on the Plateau are relatively small due to the proximity of the watershed I boundaries.

I The swamps on the Plateau and adjacent areas probably play a part in regulating headwaters stream flow. They may also act to filter sediment from surface runoff flowing through them. Therefore, the swamps are probably of considerable hydrological importance as well as I being of notable floral and faunal value (see Section 5.5, Biology). I 5.4.2 Groundwater I Groundwater movement is principally controlled by vertical jointing and near horizontal joints and bedding planes in the sandstone. Springs I and seepages therefore tend to occur immediately above the outcrops of less permeable strata (shale lenses and beds). Groundwater also seeps along the interface between the soil or weathered parent material and I the consolidated sandstone.

I 5.4.3 Water Quality

I There is only ]Liniited water quality data available for the waters draining east from Newnes Plateau. The Department of Mineral Re- I sources has sampling points on Nine Mile Creek and Wollangambe Creek and the water monitoring programme being undertaken as a part of the Birds Rock Colliery development studies includes a sampling point on I

25 I I Paddys Creek for which suic prel binary data is already available. The water samplrig poHls ire shown on Lxhihit 5, Noise Contours and Viewpoints. Inc 1 im I teu nati from these programmes are displayed in I Table 5.2, Vater Quality Data.,

I Sampling site No. 1 is the Ineadwaters of Nine Mile Creek adjacent to the Nine Mile Pine Plantation. Sampling site No. 2 is immediately I aownstream of the Clarence Col I iery witer supply dam.

I The data suggest that existing act kit ins on the Plateau have already had an impact on water quality. Putatively high suspended solids readings have frequently been registered in both Wollangambe Creek and Nine Mile Creek and these undoubtedly are a reflection of quarrying and I coal mining activities in the former and pine plantation establishment in the latter. The very high reading of 117 mg/I in Wollangambe Creek on 17 September, 1979 is related to the collapse of a dam at Kables I Quarry for which the operator was heavily fined. The recurring high suspended sediment levels in Nine Mile Creek reflect the fact that basic stream protection measures such as the retention of streamside I buffer strips and the provision of adequate road drainage were not applied during plantation establishment. Eli Even in Paddys Creek, the suspended sediment loads are somewhat higher than might be expected in a relatively untouched mountain stream. I This could be a reflection of the extensive forest access track developments in the catchment resulting from pit prop cutting activities. The oil and grease readings in Paddys Creek are relatively high and I this is assumed to be due to chain saw usage and vehicle movements in the catchment. However, the possiblity that it is of natural origin I cannot be entirely discounted.

The acidic trend in most samples is probably due to the effect of I organic acids leached from decaying plant material.

I All waters draining east from Newnes Plateau are classified as Class P: Protected Waters under the Clean Waters Act, 1970, and as such, discharges to them are strictly controlled so that their high quality I will be preserved. I El P I TABLE 5.2 WATER QUALITY DATA

Sampling Site and Date pH Suspended Turbidiy Iron Oil & Grease Solids (NTU) (mg/L) (mg/L) (mg/ L)

1. Upsteam Nine Mile Creek

18/9/79 6.3 13 18/1/80 6.2 48 5/3/80 5.5 10 0.35 5/5/80 5.5 20 0.15 1/7/80 5.7 4 0.25 4/12/80 6.1 14

2. Wollongambe Creek

18/4/78 6.3 35 10/8/78 5.9 2 4/12/78 5.9 22 17/9/79 6.9 117 18/1/80 7.5 55 5/3/80 7.3 32

3. Paddys Creek

5/3/81 5.8 <10 7 18/3/81 6.6 15 1.5 0.3 4 13/3/81 6 8.8 0.4 6 24/4/81 5.6 19.2 1.9 3.4

27 I I 5.5 BIOLOGY I 5.5.1 Vegetation

A vegetation survey was carried out as part of this assessment and the I full text of the report is contained in Appendix 2. The vegetation along the proposed alignment is predominantly Eucalypt Open-Forest comprised of predominantly high altitude species such as Eucalyptus I dives and E. sieberi. A full description of this community is contained in Reference 7. On the more exposed ridges, patches of mallee containing Eucalyptus stricta and various heath shrub species are I found. This community is particularly well represented on the top and western side of Bald Hill and would be by-passed by the railway. I The most significant plant communities in terms of the proposal under consideration are the extensive treeless swamps found in the headwaters I of many creeks in the area. The formation of the swamps seems to be caused by a relatively impermeable shale or claystone layer at or close to the 1100 metre contour. Virtually all of the swamps in the Area I begin at this level. Swamps occur in the catchments of virtually all the waterways of the Plateau and are particularly well developed in the I catchments of Wollangambe and Bungleboori Creeks.

The swamps are dominated by shrub sedges with species distribution I forming a mosaic pattern which appears to be related to depth of peat, depth to watertable, and the amount of running water. I A number of plant species are restricted to these swamps. One in particular, Diliwynia stipulifera, has only ever been found at a swamp I on Dargans Creek near the Clarence Colliery and at one location west of Nowra. This species was not found during the survey although the possibility of it being present in swamps along the alignment cannot be I discounted. Other species restricted to swamp areas and of limited occurrence include Olearia guercifolia and Eriostemon obovalis. Very few of these restricted swamp species appear to be adequately preserved in National Parks and Nature Reserves. Consequently, considerable I attention needs to be paid to restricing impacts on these communities I whenever they are encountered.

P The distribution of the various plant structural communities along the L proposed alignment has been mapped from aerial photographs and is displayed on Exhibit k, Forest Structure. I I Apart from total disturbance, the most significant factor determining the survival of swamp flora and fauna is the maintenance of drainage patterns.This is discussed further in Chapter 6, Environmental Safeguards. I 5.5.2 Fauna I A survey of the fauna of the northern end of the Newnes Plateau was carriedout as part of the continuing studies associated with the Birds Rock Colliery development (Ref.5). The survey did not include the areas to be traversed by the proposed railway however the close proxi- mityof the latter area to the plateau areas surveyed and its simila- rity both topographically and florally suggests that the findings of the survey would be equally applicable to the southern end of the Plateau.

The plateau area does not appear to support a great diversity or I abundance of fauna. This is probably due more to its lack of biological productivity than to the activites of man. The most important determinant of faunal distribution in this area is vegetation structure. In general, the more complex structural forms like Tall I Open-Forest and Open-Forest contained a greater diversity of fauna than simpler formations like Low Open-Forest and Woodland. The same can be said to apply to the Dry and Swampy Heaths which are of greatest I interest to the proposed project. The heaths were found to contain fewer species than the other formations but their restricted faunal complement is strongly dependent on the protection of these formations I for survival. Two bird species found in heath areas; the Beautiful Firetail, and the Tawny Grassbird, are of particular significance. The Beautiful Firetail is uncommon to rare in the coastal and near- coastal parts of south-eastern mainland Australia. The species is I strongly dependent on both Dry and Swampy Heaths and on dense creekside thickets. Although it was only found in small numbers in the study areas, the preservation of its preferred habitat types will be esse- I ntial to ensure its continued existance in the Newnes Plateau area. I The Tawny Grassbird is rare in Australia with a discontinuous distribution throughout coastal northern and eastern Australia. In the study area it was found only in patches of Swampy Heath and these are mostly I restricted to Newnes Plateau. Preservation of adequate amounts of this formation will be necessary to ensure the Tawny Grassbird's continued survival in the area. I I El 29 I I 5.6 ACOUSTICS

Acoustic surveys were carried out as part of the continuing studies associated with the Birds Rock Colliery development to determine the nature of the ambient acoustic environment. The sections of that report relating to the proposed rail line are contained in Appendix 1 of this assessment.

Background noise levels were measured at the following locations:

Near the Wardens residence at Newnes Afforestation Camp. (This site would be representative of noise levels expected in the Blue Mountains National Park.) Near the northernmost houses on the Old State Mine Road. Near a house on the Old Bells Line of Road next to the sawmill at Clarence. Near the houses next to the railway at Newnes Junction.

The dominant acoustic influences at each of the locations were as follows:

Warden t s residence - wind in the trees. Under still conditions the ambient noise level would be well below 30dBA however on windy days it would be appreciably higher due to wind in the trees. Houses on State Mine Road - sound of small flowing creek with some low frequency contribution from traffic in Lithgow. House near the sawmill - wind in the trees and traffic on Bells Line of Road. When there was no wind and no traffic, the background dropped to 20dBA. Houses at Newnes Junction - traffic noise and wind in the trees. The Clarence Colliery, which was operating at the time of the survey, was not audible.

Overall, background noise at the four locations varied from 20dBA to 37dBA with the higher levels generally being related to wind in the trees. On still nights, background noise levels in the nearby Blue Mountains National park could get as low as 20dBA.

30 I

I 5.7 HISTORY

I 5.7.1 Aboriginal Artefacts I An archeological survey of the proposed railway route was undertaken during preparation of this report and the details of this investigation I are set out in Appendix 3.

I Several aboriginal sites were known in the area and had been entered in the National Parks and Wildlife Service's Central Register. These include two sites at Mt. Home, east of the Nine Mile Plantation, and two sets of axe grinding grooves west of the Nine Mile Plantation and I dust north of the junction of the Qld Bells Line of Road and the road to the Newnes Afforestation Camp. The Mt. Home sites include a rock shelter with archeological deposit, a red hand stencil, and several I groups of axe grinding grooves, and a second site comprising groups of axe grinding grooves and two shelters with bird print engravings.

As well as these, and much closer to the proposed rail route, are two registered sites just below Bald Hill Trig. One of these is a shelter I with hand stencils and shallow archeological deposit and the other is an engraving in a wind eroded concave deposit on a rock outcrop. The location of all registered sites in the area is shown on Exhibit 5, I Noise Contours and Viewpoints. H The archeological investigation involved inspection of most sections of theproposed railway route from every point of vehicle access with greatest attention being paid to ridges and rock outcrops where most sites in the area north of the Clarence Colliery have been found. I Three sites were found in addition to those already known in the area. The locations of these sites are also shown on Exhibit 5. Two U of these latter sites were found near Bald Hill Trig. One was a shelter with a small amount of deposit and the other is an axe grinding groove on a flat rock lying only about 22 metres away from the Old Newnes Railway alignment. The proposed Birds Rock rail line would I pass by approximately 30 metres from this site. I The third site was a shelter located on top of the ridge north of Paddys Creek. The site included flakes of fine grained silicious I material on the surface of a shallow deposit. There were also 10 axe 1 31 I grinding grooves on top of the outcrop. This site lies approximately 600 metres from the proposed alignment.

The proposals for protecting the three newly discovered sites and the previously recorded sites at Bald Hill are discussed in Chapter 6, Environmental Safeguards.

I 5.7.2 European History

I The first recorded activity on the Plateau was the surveying of the original Bells Line of Road in 1823 by Robert Hoddle. The next major event in the history of the Plateau was the extension of the Great Western Railway from its terminus at Mt. Victoria (which was constru- El cted in 1869) to Lithgow via the Zig Zag Railway. The extension was completed in 1874. I

The year before this, in 1873, Campbell Mitchell opened the Newnes oil I shale seam. However, large scale mining did not start until 1905 when the Commonwealth Oil Corporation started large scale mining at the Newnes township. Transport to and from Newnes was originally by road via Lidsdale, near Lithgow. However, at the turn of the century a El coach road was built from what is presently known as Newnes Junction (then known as "Dargans") across the Plateau and down to Newnes. I

This road was iniadequate for the company's purposes and in 1906 construction of the Newnes Shale Railway was commenced. Quite apart from I the Railway's record construction time (two years) it was a major engineering feat in terms of its location in the rugged terrain and the I tunnel (now known as the "Glow Worm Tunnel") which it incorporated.

The line operated continuously until 1937 when a series of strikes, closures and ownership changes brought the oil shale operation to a close. The railway was dismantled.

The Newnes Railway and the nearby Zig Zag Railway have both become major centres of interest for both railway enthusiasts and tourists. The main attractions of the Newnes Railway are the Glow Worm Tunnel at the northern end of the Plateau, and the fact that it leads to Newnes which is itself a significant tourist attraction. Much of the align-

32 I ment of the railway is readily traceable however parts of it have been occupied by more recent developments such as the Clarence Colliery access road, the Kables Quarry access road, a road at the base of Bald Hill and roads associated with the Newnes Afforestation Camp. I Remaining sites of interest in the vicinity of the proposed railway include: I

old loco depot and triangle just inside the Kables Quarry I front gate "three mile siding" near the gate of the old quarry near Bald Hill the "summit loop" about 1 kilometre north of the junction of I the Lithgow State Mine Road and the Old Bells Line of Road sundry cutting, embankments and culverts all along the original alignment. I

I The impact of the proposed rail line on these sites is discussed in Chapter 7, Impact Evaluation.

I 5.8 LAND FABRIC

5.8.1 Land Ownership and Tenure I

The land between Newnes Junction and the proposed Birds Rock Colliery I site is predominantly the property of the Crown. The only known exception to this is an area of approximately 130 hectares located 11. kilometres north-east of Bald Hill Trig. This land is owned by Henry I Sands Pty. Ltd., a wholly owned subsidiary of Loloma Ltd., a Sydney based firm of mine operators. The site is presently used for sand mining. There is also a small area (approximately 15 hectares) of I partly cleared land at Happy Valley Springs, about 1.5 kilometres south of Henry Sands. The land is used for rough cattle grazing and includes a small cabin. It is believed to be privately owned although this has not been confirmed. I

I Between Newnes Junction and the Birds Rock Colliery Site the land mainly falls within the Newnes State Forest and is under the control of the Forestry Commission. The only excepLiolt to this Is an area of I unallocated crown land between Newnes Junction and Bald Hill. Inclu- ded in this area is Kables Quarry which is held under perpetual Lands Department lease (the current area is approximately 32 ha.). To the east of the Plateau, the land is under the control of the National I

33 I J Parks and Wildlife Service as part of the Blue Mountains National Park I or, further northwards, the Wollemi National Park.

I The bulk of the land through which the proposed line would pass is also subject to coal Authorisation to Prospect No. 48 held by Austen & Butta I Ltd.

1 5.8.2 Land Use

The Newnes Plateau currently supports a diverse range of land uses including mining, quarrying, forestry, recreation and conservation.

The Clarence Colliery at Newnes 3unction mines approximately 2.79 million tonnes of coal per year by underground methods. The Henry I Sands quarry near Pleasant Valley has been operating since early 1981. Production at the moment is believed to be very small (less than 10,000 tonnes/year) but the operation is to be expanded to maximum production I in the region of 900,000 tonnes/year. I The other major quarry on the Plateau is Kables Quarry located immediately north west of the Clarence Colliery. Sand and sandstone have been quarried on this site for 17 years. The quarry's annual I production is 200 thousand tonnes and it is believed to be one of the major non-metropolitan sand suppliers in the Sydney basin. The quarry operates under a perpetual Lands Department lease and although it I presently occupies approximately 30 hectares an additional 80 hectares has been applied for. Current plans are for quarrying to proceed in a I southerly direction.

Forestry activities are carried out in the Newnes State Forest. These I activities include extensive cutting of regrowth timber to provide mine pit props and the clearance of substantial areas of native forest and its replacement by pine plantations. The State Forest areas are I criss-crossed with an extensive network of rough access tracks. The Commission has plans to increase the area planted to pines on the Plateau from the present 1600 hectares to 5100 hectares or 18% of the I Plateau in coming years.

I There are no records of recreational usage of the Plateau although a study (Ref. 6) of recreational activities in the Wolgan Valley was I published by the National Trust in 1977 and provides some insight into I 34 the range of activities which might occur on the Plateau. The following are believed to be the major recreational activities on or adjacent to the Plateau:

trail bike riding and four wheel drive activities railway sightseeing, in particular visiting the Glow Worm Tunnel bushwalking (although this is probably limited mostly to the north and north western parts of the Plateau) "li-loing" in the adjacent Wollangambe and Bungleboori creeks naturalist activities (e.g. reptile collecting by amateur herpetologists).

There is little or no information available to quantify the level of recreational activity although the Australian Railway Historical I Society notes that more inquiries are received about the Newnes Railway than any other. Inspection of parts of the old alignment I however suggests that few people actually "walk the line".

Studies carried out in association with the Bird Rock Colliery development proposals (Ref. 5, Ref. 7 and App. 2) indicate that although the area is not in itself of great conservation value, it does contain habitat types which are under threat elsewhere (e.g. Heath Formations, Tall Open Forest) and which should be protected wherever they occur. The habitat types of most relevance to assessment of the railway proposal are the Swamp heaths which are floristically diverse and are of great importance as habitat for mammalian species such as the Swamp Rat, Swainson's Antechinus and particularly for two bird species; the Tawny Grassbird and the Beautiful Firetail. Both of these depend on Swampy Heath to survive. Drainage or extreme disturbance of the swamps on the Plateau will reduce their conservation status in the region.

35 I 6. ENVIRONMENTAL SAFEGUARDS

6.1 CONSTRUCTION ACTIVITIES

The construction phase rather than when the line is operating will be the period when the risk of adverse impact will be greatest. However, itis considered that the scale of any impact can be kept to acceptable levels by the application of good design and the implementation of construction activities which, for example, will limit soil loss from disturbed areas, reduce creek sedimentation and contamination, and minimiseany short or long term impacts on important natural systems such as swamp heath.

I 6.1.1 CLEARING I A principal determinant of potential soil erosion from a construction site is the amount of land cleared at any one time. This will be controlled firstly by ensuring that the width of clearing is kept to a U minimum width consistent with proper working and safety conditions. Secondly, the amount of clearing along the alignment ahead of the advancing construction face will also be kept to a minimum. Access to U clearing and stripping operations will be by way of the alignment and no new access roads will be constructed to gain entry to parts of the alignment. The several existing roads will provide adequate access for I construction plant and equipment.

I Where swamps have to be crossed, disturbance will be kept strictly to the width necessary for embankment construction and culvert installation. Material stripped from swampy areas will be stacked outside the I swamp area rather than being pushed aside. Construction vehicle movement off the alignment through swampy areas will be prohibited. P L

The advice of the forestry Commission will be sought regarding the I salvage of merchantable timber cleared along the route.

After clearing is completed, topsoil will be stripped and transported to areas where it will be most needed for stockpiling for later use.

1 36 I 6.1.2 Drainage and Erosion Control

The greatest threats to water quality will arise when construction I works are taking place in the catchments of Paddys Creek and Nine Mile Creek. I To control sedimentation and contamination of these streams, catch drains will divert surface runoff from disturbed areas to settling I dams. It is aLnticipated that only a relatively short detention time will be required to settle out the bulk of suspended solids. However, periodic dosing with alum will be carried out to meet required suspended I solids levels as may be determined by the State Pollution Control Commission. I As discussed previously, subject to seasonal conditions, any disturbed areas will be topsoiled as soon as possible following completion of construction works, fertilised as necessary, seeded, and, depending on climatic conditions, irrigated to ensure satisfactory germination and subsequent growth.

Table and catch drains will be jute meshed on the flatter slopes. On steeper slopes, drains will be rubble-lined and grouted. I 6.1.3 Noise & Vibration Control I The noise levels generated during both the construction phase and from trains using the line are discussed in Chapter 7. Control of noise I levels during construction is essentially not possible. However, as argued in Chapter 7, the short duration of significant construction noise levels and the fact that serious noise intrusion will be confined I only to the houses at Newnes Junction, suggests that the noise impact of earthworks and tracklaying will not be significant. Similarly, there are no existing ways of reducing the intermittent noise impacts I which will be generated by rail traffic.

Although the amount of blasting required is expected to be limited, strict blasting controls will be applied to control the impact of

I 1 37 II vibration and overpressure on structures and residents. Overpressure from blasting will not exceed 115dBA and ground vibration will not I exceed 7mm/sec Peak Particle Velocity at the nearest residence during the period 0600-2200 hours. These levels are based on annoyance criteria and are well below levels likely to cause structural damage. I If blasting has to occur during the period 2200-0600 hours, overpressure will not exceed 105dBA, and vibration 2mm/sec Peak Particle Velocity at the nearest residence.

In general, where blasting is to occur within 1000 metres of a resi- I dence or the Clarence Colliery, the daytime criteria would be met if Maximum Instantaneous Charge Weight was 30 kg of AN60 or equivalent, with 2 metres of stemming and/or burden. Sub,ject to discussions with the National Parks and Wildlife Service regarding the adequacy of the I criteria for protecting the aboriginal sites at Bald Hill in particular, the same blast design restrictions will apply within 1000 metres of I known aboriginal sites.

I 6.1 •14. Rehabilitation

I The approach to rehabilitation is discussed in Section 3.11.7, Rehabi- litation. The final details of the programme can only be determined after further consultation with the Soil Conservation Service. The I Service has developed considerable local experience as a result of recent work with the proprietors of the Clarence Colliery. I The preliminary approach discussed in this document is aimed at providing long term, low maintenance soil and batter stabilisation. In view I of the depauperate state of the soils on the Plateau and the harsh climatic conditions in winter, it is considered that this will only be achieved by the use of local native understorey species which are I adapted to local soil and climatic conditions. Short term cover will be provided by the use of traditional pasture species and applied I fertiliser in accordance with S.C.S. advice. I 6.1.5 Visual Aesthetics

I The likely aesthetic impact of the proposal is discussed in Chapter 7, Impact Evaluation. The potential visual impact of the line will be greatly miriirnised by the ample protection provided by forest cover and topography along most of the route. The location of the line down off LI the ridge line at approximately the 1100 metre (A.H.D.) level, compared I to a ridge top level of approximately 1170 metres (A.H.D.), provides 1 38 I effective topographical screening. Visual access will be possible at the Paddys Creek crossing and the Nine Mile Creek crossing as viewed I from Mt. Home. However, some amelioration will be provided by existing foreground screening vegetation at Mt. Home. Further control will be achieved by minimising disturbance at the creek crossings in I accordance with the guidelines discussed in Section 5.1.1, Clearing, and also by the rapid rehabilitation of the embankments concerned. I 6.1.6 Protection of Aboriginal Sites

As discussed in Section 4.7.1, 'Aboriginal Artefacts', three aboriginal I relic sites were found during the archaeological investigation in addition to the two already identified in the vicinity of Bald Hill Trig. One of the two newly found sites at Bald Hill, an axe grinding groove, lies very close (approximately 30 metres) to the proposed rail I alignment. The third site is on the ridge north of Paddys Creek and is well removed (approximately 600 metres) from the proposed alignment. I

The archaeological sites at Bald Hill are all located in association with a sandstone outcrop on the eastern side of the hill. The proposed El alignment runs well down the hill from this outcrop and it is considered that construction activities can be kept well separated from all of the known sites with the possible exception of the axe grinding I groove located just uphill of the old Newnes Railway alignment. Until detailed design is completed, it is not possible to say exactly how close the line will come to this latter site. However, present indica- I tions are that the line could pass within 30 metres of it. The line will be in cut at this location, so it is likely that disturbances adjacent to the alignment will be minimal and that the lowest site can be protected. However, if detailed design suggests that the alignment I will interfere with the site, it will be moved subject to the approval of the Director of National Parks and under the supervision of the I National Parks and Wildlife Service.

I As far as the other sites at Bald Hill are concerned, railway construction will not present any risk of direct interference. The risk of disturbance due to vibrations from blasting will be minimal due to the stringent blast design criteria to be adopted within 1000 metres of the L Bald Hill sites as discussed in Section 6.1.3, Noise and Vibratioiri I Control. I I 1 39

I 6.2 DESIGN AND OPERATIONAL SAFEGUARDS

6,2.1 Drainage

The proposals to deal with surface runoff and to maintain the drainage 1 characteristics of permanent streams and associated swamps were discussed in Section 3.11.5, 'Cutting & Embankment Design'.

These proposals are designed to divert water away from cut faces and under embankments, to prevent soil erosion by protecting catch drains I and providing energy dissipators at the end of cross drainage pipes, and to permit adequate creek flow by the provision of adequately sized culverts at all creek crossings. All cross drainage will be designed l to deal with flows arising from a one in fifty year design storm. I As discussed in Chapter 5, Existing Environment, the protection of swamp flora and fauna is considered to be dependent on the maintenance of existing drainage patterns in the swamp areas. Exhibit Li-, Forest I Structure, indicates that of the ten swamps close to the alignment, the rail alignment, the rail line will cross five. It may be possible to avoid crossing the swamps at kilometre 2 and kilometre 6.5 if final I detailed design indicates that this can be done without breaching the State Rail Authority's gradient specifications, but there is no fea- sible way of avoiding crossings of the Paddys Creek swamp and the I swamps on Nine Mile Creek and its tributary.

I In light of the need to ensure that free drainage of these swamps is preserved, consideration was given to installing bridges. However, all such bridges would have to be in excess of 100 metres in length and the I cost penalty involved would be prohibitive. As an alternative it is proposed to cross the swamps on embankments provided with culverts. A concrete channel will be constructed across the upstream face of the I embankments to collect water from the full cross-section of the swamp and direct it to the culverts. A similar structure will be installed on the downstream side of the embankment to diffuse outflow from the culvert across the width of the swamp. The upstream channel will have I perforated sides so that water can be collected from beneath the swamp surface and hence reduce ponding. The downstream channel will reduce I the channelling effect of the culvert.

I 6.2.2 Dust Control The major sources of potential dust generation will be the rail loading I bin at the Colliery site and Lhe loaded coal wagons. 1 40 H Dust control at the loading bin will be achieved by the use of a telescopic loading chute and dust suppression sprays. I Dust generation from loaded rail wagons will be controlled by the use I of spray on surface sealing agents.

1 6.2.3 Rail Maintenance I As discussed in Chapter 3, Project Description, a rough graded vehicular track following the full length of the line was proposed in the project design to provide access for rail and electrical mainten- I ance. Due to the erodible nature of the soils in the area and the need to reduce the potential visual impact of the proposal, this road will I be dispensed with subject to State Rail Authority approval.

I 6.2.4 Public Safety

P To control public and stock access to the rail line, an easement approximately 40 metres wide will be fenced with star picket and barbed wire fencing. All road crossings will be gated and, subject to nego- I tiation with the Forestry Commission, locked. I 6.2.5 Bush Fire Protection

The risk of adverse environmental impact would be increased if the rail line were to be put out of action by bushfire and alternative coal I haulage methods, for instance by truck, had to be adopted. To reduce this risk, steel support masts for all electrical works will be provided so that, at worst, damage due to bushfire will be only short term. The Forestry Commission (Reference 9) has drawn attention to the I danger of the rail line itself acting as a source of fire, principally through the overheating of wagon brake shoes due to malfunctioning of the brake release mechanism. To reduce this risk, advice will be I sought from both the Forestry Commission and the State Rail Authority on developing regular checking procedures during high fire danger 1 periods to ensure that all wagon brakes are functioning correctly. I I 41 L I 7. IMPACT EVALUATION

7.1 VISUAL ASPECTS

A study of the visual impact of the proposed railway has been carried out. Viewpoints were selected at various places on the Old Bells Line of Road, Bells Line of Road, and from high points east of the alignment including Mt. Home, the Waratah Ridge Road and several minor bush tracks immediately east of Bald Hill Trig. A total of 20 lines of sight were plol:ted from these viewpoints to parts of the alignment where the risk of adverse visual impact was greatest. Exhibit 6, I Selected Viewpoints, illustrates a representative six of these view sections. I The visual analysis indicates that over the majority of the route, visual protection is provided either by tall screening vegetation I adjacent to the route, intervening topographical features or, in one case, by foreground screening at the viewpoint. I The only area where the visual access of the line is appreciable is the section of line passing through the Nine Mile Plantation as it climbs U towards Waratah Ridge. The country on each side of the line has been cleared and planted to pines within the last few years. Until the pine plantations are better developed, line of sight access from both the I Old Bells Line of Road on Waratah Ridge and from Mt. Home will be possible. 1 L The Paddy's Creek crossing will traverse a short section of open country; however, it will not be visible from either Mt. Home or the Waratah Ridge Road due to the tall timber at these viewpoints. The section of line from Paddy's Creek to Bald Hill is well screened by tall timber on each side of the line. At one location on the Old I Bells Line of Road north of Bald Hill, the rail alignment will be immediately adjacent to the road but at a lower level. Direct visual access from the road wil be possible for several hundred metres of this section of the road. However, visual intrusion over the majority of I the Old Bells Line of Road will be minimal. I The only remaining area of concern is the section of line running west of Kables Quarry. Some embankments here may be visible from the east I although the dominant view feature is the large cleared area occupied by the quarry itself. I 42 ri Distant views from location such as Mt. Wilson, Mt. Hay and Mt. Banks, in the Blue Mountains National Park were also examined; however, all I views are screened by the intervening timber canopy. I It is considered that the rail line will not cause significant conf- licts with the scenic value of the area. In the long term, further development of the Nine Mile Creek Plantation will ensure that the line I will be almost fully screened from all points of public viewing. In terms of visual considerations, the recommended rail route is I preferable to other alternative schemes.

I 7.2 SOIL EROSION AND WATER QUALITY

I Construction of the rail line will, for a short period, accelerate soil erosion in disturbed areas and will result in localised, short term I reductions in water quality in both Paddy's Creek and Nine Mile Creek.

The degree of soil erosion will be minimised by controls placed on I construction activities and by the implementation of rehabilitation I works on all disturbed areas and on embankment batters.

Any impact on water quality in Paddys Creek and Nine Mile Creek will I be controlled by the construction of settling dams to allow settlement of suspended solids and, if it is necessary to meet State Pollution Control Commission (SPeC) standards, chemical dosing to flocculate colloidal material. It is worth noting that the area cleared to I construct the line relative to total catchment area will be very small compared to that cleared in nearby forestry operations. I

7.3 FLORA AND FAUNA

The proposed rail line is not expected to have an adverse impact on any I of the dry land plant structural formations or faunal habitats through which it passes. However, it will also cross areas of swampy heath and I may have localised adverse impacts.

A total of 5 heath swamps will be affected with the length of crossings I being approximately 900 metres or 8 percent of the total length of line I The scale of impact will be determined by the degree of change in I 43 I drainage patterns induced. The proposals for minimising these impacts were discussed in Chapter 6, Safeguards, and while these will not eliminate the potential for impact, they will substantially mitigate I it.

I The most significant threat to the swamps is considered to be the risk of change in drainage characteristics. It is anticipated that the adoption of the procedures discussed in Section 6.2.1, Drainage will I ensure that swamp drainage characteristics will be preserved as far as it practicable. I 1 7.4 AIR QUALITY

Coal dust control procedures at the loading bin and for the surface of I coal wagons were discussed in Section 6.2.2, Dust Control. These safeguards will ensure that there is no impact from coal dust genera- I tion.

Dust from construction activities will be controlled to the extent I possible by watering and the early rehabilitation of disturbed areas. Any impacts arising during this period will be of short duration. I I 7.5 AREAS OF HISTORICAL INTEREST

The proposal will interfere with parts of the old Newnes Railway I alignment, particularly between Kables Quarry and Bald Hill where the routes are virtually contiguous. It is also likely that the old "three mile siding" near Bald Hill will be destroyed by construction works. I However, in the opinion of the Australian Railway Historical Society's authority on shale railways in New South Wales (Reference 8), "...there is nothing of railway interest worthy of preservation within the I affected area when such relics stand in the way of required development".

U 7.6 INCREASED RAIL TRAFFIC I It was noted in Section 3.12, Railway Operation, that an average of 3.5 trains per day would be required to transport the planned output of 3 million tonnes of coal per annum to Balmain and Port Kembla. This T implies that 7 extra train movements per day will be generated in

i addition to the current 90 train movements per day on the Main Western Railway Line. This, in turn, means that up to 7 additional closures of the Great Western Highway at the Katoomba level crossing will be I required. This equates to 35 minutes additional closure per day and constitutes an adverse impact. I Thereis currently a government policy of eliminating level crossings throughout the State and priorities are set from time to time by the Inter-Departmental Level Crossings Committee. One of the criteria used in assessing priorities for replacment is the number of trains that pass the level crossing. The extra rail traffic generated by the I proposed development will tend to raise the priority of the Katoomba level crossing. I In the immediate future however amelioration of the impact of the proposed development on the Katoomba crossing is provided by the fact I that there are two by-passes available to motorists, one to the west of Katoomba and the other to the east via Leura. I I 7.7 NOISE & BLASTING IMPACTS I 7.7.1 Assessment Criteria

To assess the significance of noise impacts, the standards set down in I Australian Standard 1055-1978 for a Category Ri Noise Area have been adopted. An Ri area is one with negligible transportation. AS 1055 sets down calculated representative background noise levels for various I time periods during the day. Continuous non-impulsive noise levels are considered to be acceptable if they are no more than 5dBA greater than the levels set down in the Standard. The background noise levels I specified for an Ri area in AS 1055-1978 are shown in Table 7.1, Background Noise Levels - Category Ri Area.

I TABLE 7.1 BACKGROUND NOISE LEVELS - CATEGORY Ri AREA

Weekends and I Time Period Monday-Friday Public Holidays I 0600-0700 35 30 45 40 35 0700-18001800-2200 35 2200-0600 30 30 I 45 I Noise will be generated during both construction of the rail line and periodically during its operation when trains pass.

7.7.2 Construction Phase

Construction activities will be carried out for approximately 18 months during daylight hours for 10 hours per day, six days per week. After earthworks are completed, rail ballast would be laid by trucks after which the rails would be laid. The rail laying procedure would be completed by a Ballast Regulating machine and a Tamping machine. Trackwork and electrical wiring would take approximately 4 months on a 10 hours per day, six days per week basis.

Noise levels likely to arise from earthworks and tracklaying activities have been based on estimates of the numbers of items of construction plant likely to be used, their known noise generating capacities, and provisions made for distance attenuation. Full details of calculation procedures are contained in Appendix 1.

Noise levels from construction activities are not expected to exceed 40dBA at any residences except those at Newnes Junction, where levels of up to 60dBA will be experienced for a short period when the construction fleet is nearby. This will be a source of annoyance to residents of those houses over a period of approximately two months although the impact will substantially be outweighed by the noise already generated by rail traffic movements on the Main Western Line. Peak noise levels in the Blue Mountains National Park resulting from earthworks are likely to be approximately 34dBA. According to the require- nts of AS 1055, this would not be intrusive.

Where blasting is required within 1000 metres of residences, restric- tive blasting criteria have been specified and as long as these are observed no damage to residences or annoyance to residents will result. The blasting criteria are discussed in Chapter 6, Environmental Safe- guards.

Predicted noise levels arising from tracklaying are likely to be approximately 6dBA lower at all locations than those arising from earthworks. Once again, the major acoustic impact will be registered at Newnes Junction where noise levels of up to 54dBA will be experienced while tracklaying is occurring nearby. At all other residences, noise levels will be below 34dBA and should not be intrusive. Peak noise levels in the Blue Mountains National Park will be approximately 28dBA.

46 I 7.7.3 Rail Operation

Noise levels likely to arise from the movement of trains along the line I have been based on noise measurements made of coal trains on the Main Western Rail Line at Bell with allowance being made for attenuation by distance and shielding by topographic features. The coal train noise I level used as the basis for calculation was 83dBA at 15 metres.

A noise contour map was generated from these calculations and is Exhibit 5, Noise Contours and Viewpoints. The noise levels indicated by the contours represent noise levels which would be experi- shownonenced at any one point as the train passed nearest to that point. The contour map therefore represents an integration of worst possible cases over the time a train takes to travel from the Colliery site to Newnes I Junction.

The major noise impacts resulting from rail movements will occur near the Clarence Colliery ioop. Peak levels of 78dBA will occur at Newnes Junction as the trains pass onto the Main Western Line. However, I equivalent levels are already being generated by the 90 train movements per day passing Newnes Junction on the Main Western Line. I At all other residences, peak noise levels due to train movements on the Birds Rock Line will be less than 55dBA, which was set as the I maximum acceptable night-time noise level for rail movements. As shown on Exhibit 5, the 30dBA contours intrude into the Blue Mountains National Park alLthough topography greatly restricts the intrusion. At I the southern end of the Park noise due to Birds Rock rail movements would be indiscernible from noise from rail traffic on the Main Western Line. However, strong temperature inversions may reduce the effective- ness of shielding attenuation at more distant points in the Park. I Background noise levels due to wind would be lower under such conditions and noise from rail traffic to and from Birds Rock may be more I intrusive under such circumstances.

7.8 LAND USES

The rail line will be enclosed in a Mining Purposes Lease Area approxi- mately300 metres wide. The width of the Lease was arbitrarily chosen to provide maximum flexibility in choosing rail line location. However, on average, the fenced railway alignment will be only kO metres wide. The line passes predominantly through State Forest. The fenced easement will represent land lost from potential forest produc- I tion and will amount to approximately 14.5 hectares. The unfenced part 1 47 of the Mining Purposes Lease will continue to be available for forestry production. The Forestry Commission will be compensated for land lost from production as a result of the project.

7.9 SOCIO-ECONOMIC IMPACTS

The workforce likely to be employed in the construction phase of the rail line has been detailed elsewhere and the implications for accommo- dation requirements discussed.

Employment for the operation and maintenance of the facility when com- missioned will be negligible in terms of overall employment for the development.

7.10 TRANSPORTATION OF MATERIALS

I The only significant item of material to be imported to the site is ballast, of which approximately 24000 cubic metres will be required. This will be trucked in from an existing quarry near Lithgow and the traffic I generated will amount to 5 trucks a day averaged over the full earthworks stage. Other items which will have to be trucked onto the site include culverts, fencing and ready-mixed concrete. However, traffic I movements associated with these deliveries will be negligible.

1 The latest traffic counts for the Bells Line of Road, Main Road No 516, indicate that average daily traffic movements amount to 3980, so it is not anticipated that additional traffic movements resulting from rail I line construction will have a significant adverse impact. I 7.11 COAL STERILISATION I The rail line will pass over Coal Authorisation No 48, held by Austen & Butta Ltd. The company is presently developing proposals to extract I coal by underground mining methods from this Authorisation and accor- ng to current S.R.A. requirements, the proposed rail line will steri- se coal. However, investigations are under way as part of the Birds I I Rock project to develop ways of permitting controlled subsidence of rail lines. If these are successful the impact of the project on coal reserves in authorisation may be minimal.

1 48 I I I 8. REFERENCES I I I I Birds Rock Colliery Environmental Impact Stud

I Birds Rock Colliery Pty Ltd. (1980) I Birds Rock Coal Transportation Study, I Gutteridge, Haskins & Davey. (1980)

1 Submission on Birds Rock E.I.S., I Soil Conservation Service of NSW, unpublished written communication. (1981) I Hamilton, G.J.,

I The Soil Resources of the Hawkesbury River Catchment NSW, I Journ. Soil Cons. Service of NSW, Vol. 32, No k. (1976)

I Kingston, T., Puisford I. & Smith P., Faunal Survey of the Newnes Plateau - Colo River Area,

I Survey carried out for the Electricity Commission of NSW, I Australian Museum. (1979)

I Breckwoldt, R.,

I UVA I The Wolgan Valley of NSW,

National Trust of NSW. (1977)

Benson, D.H.,

Vegetation of the Birds Rock Colliery Site,

Appendix A, Birds Rock Colliery E.I.S. (1980)

Watson, A.P.,

Submission re Environmental Impact Statement for Birds

Rock Colliery near Lithgow NSW,

unpublished written communication. (1981)

9 Submission on Birds Rock Colliery E.1.S.,

Forestry Commission of NSW, unpublished written communi-

cation. (1981)

50 BIRDS ROCK COLLIERY EXHIBIT 1

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RAILWAY TYPICAL CROSS SECTIONS BIRDS ROCK COLLIERY EXHIBIT 4

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I Project BIRDS ROCK COLLIERY - NOISE INVESTIGATION I I I Prepared for SINCLAIR KNIGHT & PARTNERS PlY LTD

I and I GUTTERIDGE HASKINS & DAVEY PlY LTD

Prepared by WILKINSON-MURRAY CONSULTING PlY LTD 356A Pacific Highway LINDFIELD NSW 2070 I I I 11 I I I I 2. EXISTING NOISE LEVELS I I 2.1. DESCRIPTION OF THE AREA The mining purposes lease for the surface facilities is located on I land either on or adjoining the Newnes State Forest. The surface facilities are approximately 2 km from the Newnes Afforestation Camp I run by the NSW Department of Corrective Services and approximately 6 km to the west of the Blue Mountains National Park. See Figure 1.

I The surface facilities are located near the ridge top of deeply cut I rugged topography at the western edge of the Blue Mountains.

I 2.2. EXISTING NOISE SOURCES I The only sources of noise previously on the mining purposes lease for the surface facilities have been associated with clearing works carried out by the Newnes Afforestation Camp and logging in the Newnes I State Forest. Apart from these intermittent sources of noise and occasional noise from motor vehicles, the main noise sources are the I wind, birds and other natural activities. I 2.3. EXISTING NOISE MEASUREMENTS I Measurements were carried out at four locations surrounding the proposed mining purposes lease for Birds Rock Colliery on 22nd and I 23rd April 1981 over a 24-hour period. These locations are marked I on the attached Location Plan, Figure 1. These are in particular: Location 1 - Near the Warders' residences at Newnes Afforestation Camp. I I -5- I I I I Location 2 - Near the northernmost houses on the State Mine Road. I Location 3 - Near the house on the Old Bells Line of Road adjoining I the Saw Mill at Clarence. I Location L - Near the houses alongside the rai lway at Newnes Junction. These locations represent the nearest residences to the surface I facilities. The measurement position at the Newnes Afforestation Camp is representative of the noise levels expected in the Blue I Mountains National Park.

The measurements were carried out with a Bruel & Kjaer Noise Level P Analyser Type 426 and the statistical descriptions of the noise were noted along with observations as to the source of the noise as detailed I in Table 1. These statistical descriptors were the Li, L10, L50, L90 and L95, which represent respectively the noise levels exceeded for 1, I 10, 50, 90 and 95 per cent of the sampling time. The L90 noise level is the statistical descriptor corresponding to the background noise I level. In addition, the Leq measures, representing a time average noise level generally referred to as the Equivalent Continuous Sound I Level, were taken.

The Noise Level Analyser was connected to a Graphic Level Recorder I (Bruel & Kjaer Type 2306) to obtain chart recordings of the ambient I noise level. Examples of these are included in Figure 2. At Location 1, the background noise was due to the wind rustling the I leaves in the nearby trees and no mechanical plant was audible or discernible at the site. Due to the windy conditions on the days on

which measurements were carried out, relatively high levels were rl experienced and similar noise levels would be expected within the Blue Mountains National Park under the same conditions. However, in I still conditions, L90 noise levels well below 30 dBA could be expected, I both at the Newnes Camp and in the nearby Blue Mountains National Park.

I - 6 - lil! I I At Location 2, a small creek, continually flowing, dominated the background noise, with some low frequency contribution from traffic I in Lithgow.

At Location 3, the background was due to the noise from wind in the treestogether with noise generated by traffic along Chifley Road. On one occasion, during a lull in traffic movement along the Bell Road and with no wind, the noise level dropped to approximately 20 dBA.

At Location 1+, which is elevated and looks down on the Great Western Rail Line and is close to Chifley Road, the background was dominated by traffic noise and wind in the trees. The new Clarence Colliery was

not audible during the measuring period.

At the four measurement locations, the background noise (1-90) varied I from 20 to 37 dBA with the higher background noise levels generally related to the noise of wind in the trees. The closest residences I to the proposed surface facilities are at the Newnes Afforestation Camp and the lowest background measurement at the Camp was 31 dBA.

Lower background noise levels would be anticipated on still nights I with levels as low as 20 dBA expected. Similar background levels are

anticipated in the nearby Blue Mountains National Park.

I Li I I I I I I 3. ACCEPTABLE INTRUSIVE NOISE AND VIBRATION LEVELS

I This Section examines the background noise levels and proposes acceptable levels for the different activities associated with I the Colliery. I 3.1. GUIDELINES FOR ASSESSING RESIDENTIAL NOISE rJ The Australian Standard 1055 - 1978, 'Noise Assessment in Residential I Areas', recommends that continuous noise which is non-tonal and non- impulsive is marginally acceptable if no more than 5 dBA above the background. Should the intrusive noise be impulsive or tonal, then I it is marginally acceptable if it does not exceed the background I level. The Australian Standard 1055 - 1978 lists the calculated background sound levels corresponding to areas with negligible transportation I (Noise Area Category Ri) for different time periods during the day. I These are summarised immediately below in dBA and repeated as Table 2 attached.

LI Week-ends and Time Period Monday - Friday Public Holidays

0600 - 0700 35 30 0700 - 1800 45 L+0 I 1800 - 2200 35 35 2200 - 0600 30 30

I The lowest measured background noise level at the nearest residences

to the surface facilities was 31 dBA during light wind conditions. I Despite the potential for the background to drop below 30 dBA at Newnes 1 I I

Afforestation Camp, we consider that 30 dBA should be adopted as the lowest background noise level for assessment purposes and the assessment for I should be based on the calculated background noise levels noise area Category Ri in the Australian Standard as in Table 2 attached. I

Design of the surface facilities to meet the requirements of the Australian Standard at the Newnes Afforestation Camp (approximately 2 km away) will result in lower levels within the Blue Mountains I National Park (approximately 6 km away) and much lower levels at the nearest residences to the south adjoining Locations 2, 3 and 4 I (approximately 10 km away). I 3.2. GUIDELINES FOR ASSESSING NOISE IN THE NATIONAL PARK

I There are no established guidelines for assessing the ,mpact of noise in national parks. Noise levels 10 dBA lower than quoted in I AS1055 - 1978 for Noise Area Category Ri are capable of being achieved and are likely to be acceptable to Park users.

3.3. NOISE FROM_COLLIERY CONSTRUCTION & OPERATION I

For operation of the Colliery, we consider that the design goals for I noise at the nearest residences should be set at 5 dBA greater than the calculated background sound levels for Noise Area Category Ri, I since the operational noise is generally non-tonal and non-impulsive. Where tonal or impulsive noise exists as for warning sirens or impacts, I the design goal should be the calculated background sound levels. I Since construction of the Colliery will take place over approximately a 3-year period, we consider that design goals for construction noise I should generally be the same as the design goals for the operation of I I - 9 - 1111I the Colliery. This excludes transport activity and blasting, which will be considered in the following sections. However, it should be noted that some high construction noise levels exist for a short period only and that a higher design goal may be acceptable for these.

3.4. TRAFFIC NOISE ON ACCESS ROADS

Since traffic will be intermittent on the access roads and will generally occur in short periods of time corresponding to shift changes, both during the construction and during the operation phase, such noise will be assessed by referring to the 110 noise levels and comparing them with the background noise levels. We consider that the design goal should be 10 dBA above the background level, e.g. 40 dBA at night-time, at the nearest residences.

3.5. RAIL NOISE

For the small number of train movements expected on the Birds Rock I. Rail Spur, we consider the peak noise level of each train movement

to be the most suitable descriptor. The design goal has been set at

I a maximum of 55 dBA at the nearest residences at night-time.

3.6. NOISE AND VIBRATION FROM BLASTING

Blasting may occur only during the construction of the mine facilities.

We recommend that noise (overpressure) from such blasting should not exceed a level of 115 dBL (Linear) and ground vibration associated with such blasting should not exceed a level of 7 mm/s Peak Particle Velocity at the nearest residences during the period 0600 - 2200 hours. These levels are well below levels likely to cause damage and are levels

-10-

.. I

I which are mainly based on annoyance criteria. Should blasting occur during the period 2200 to 0600 hours, overpressure should not exceed I 00 dBL and vibration 2 mm/s Peak Particle Velocity at the nearest

residences.

The recommended noise (overpressure) levels should not be compared with the calculated background noise levels in Table 2 since the overpressure is measured in dBL (Linear) and occurs for a period of approximately a second with only a few occurrences at the most per

day.

Vibration levels of 2 mm/s peak particle velocity are just perceptible

and vibration levels below 0.2 mm/s peak particle velocity are not

perceptible.

I 6. CONSTRUCTION AND OPERATION OF RAIL SPUR

A rail spur is proposed for the removal of coal from Birds Rock Colliery. The take-off point will be at the western side of the

Clarence Colliery loop and the spur will extend in approximately a

north/north-west direction to the south-west corner of the Surface Facilities. The rail spur is to be approximately 12 km long and when complete its operation will be transferred over to the State Rail Authority. The line will be electrified and will permit electric

locomotives to haul the coal via the Great Western Line to the Port

Kembla Coal Loader.

The Old Bells Line of Road and the Glowworm Tunnel Road follow the line of the old railway which previously connected the oil shale mines I in the Wolgan Val ley to Newnes Junction. The proposed Birds Rock spur takes a more direct line between the Surface Facilities and Newnes I Junction than the old railway line which passed through both of these

areas.

I 6.1. RAILWAY EARTHWORKS

Due to the rugged nature of the terrain between the Clarence Loop and I the Surface Facilities for the Birds Rock Colliery, extensive earthworks are expected for construction of the railway. These earthworks I would involve cut and fill techniques, using heavy earthmoving equipment. Ripping should prove adequate for the soft friable sandstone. I However, blasting may be requi red should hard rock bands be encountered.

Trucks will work in conjunction with the earthmoving equipment for the

transfer and laying down of fill, which is compacted by vibrating

rollers Llnti 1 the eventual grade is prepared. I I -2k- 111i I I An estimate of the number and types of equipment required for the I earthworks is included in Table 8 attached. It is anticipated that the earthworks associated with the rail spur construction would take approximately 18 months and would be carried out in the daylight hours I for 10 hours per day, six days per week. I 6.2. TRACK LAYING

Following the completion of the formation, the bottom ballast is to I be spread using trucks and the sleepers will be unloaded and placed on top. The sleepers are to be prepared for the rails which will be 1 delivered to the site in 110 m lengths, pulled out on to the sleepers and fastened to them. A Ballast Regulating Machine will be used followed by a Tamping Machine which consolidates the ballast and I completes the laying procedure. The overhead electrical cables are to be supported on steel frames fixed to concrete footings alongside I the track.

I It is anticipated that the maximum period required for completion of the track and overhead electrical wiring would be approximately I 14 months. This work would be carried out in the daylight hours for 10 hours per day, six days per week.

An estimate of the equipment required for the track laying is included

in Table 8.

1 6.3. OPERATION OF RAIL SPUR I When the mine is in production, it is expected that 14 to 6 trains per day will haul coal from the Colliery. The times of arrival of

the trains are completely dependent on ther availability and the

I discretion of the State Rail Authority. Train movements are likely I - 25 - I . HA to occur at any period of the day or night on a 7-days-a-week basis. The loading cycle takes approximately 60 minutes and the time taken from the Colliery to Newnes Junction would be approximately 30 minutes, with the total period of time from Newnes Junction back to Newnes Junction being approximately 2 hours.

A total of 4 to 5 additional trains per day are expected to haul coal from the proposed East Lithgow Colliery and will use the southernmost 14 km section of the Birds Rock Spur. 7. IMPACT OF NOISE FROM CONSTRUCTION AND OPERATION OF RAIL SPUR

7.1. RAt LWAY EARTHWORKS

A list of typical construction equipment and estimated noise levels

is included in Table 8 for a shielded location approximately 2000 m

away. The peak noise level from all equipment operatinq will be approximately LO dBA. This is indicative of the maximum noise levels

possible at the house on the Old Bells Line of Road at Clarence from the railway construction nearby. However, in practice lower levels are expected due to the distribution of earthmoving equipment.

The nearest rail construction activity to the Newnes Camp is approxi-

mately 3 km away, with peak noise levels of 36 dBA expected. The

greatest impact will occur for residents at Newnes Junction, where construction activity will be a minimum of 200 m away, with noise I levels up to 60 dBA expected while construction is carried out nearby.

Other than for earthworks near these residences, the noise levels from I railway earthworks will be below the levels in Table 2 for such daytime activity at nearby residences and are unlikely to cause annoyance to I residents. I Noise levels in the Blue Mountains National Park are expected to be beli 3+ dBA and satisfy the criteric*i in Section 3.2 for daytime I

7.1.1. Blasting 1 Should blasting be required, the recommended levels in Section 3.6 I should not be exceeded at the nearest residences or at the Clarence ColUery site. This would require restriction of the Maximum Instan- I taneous Charge to 30 kg of AN60 or equivalent with 2 m of stemming I 27 - Ii - flu E I and/or burden used where residences were at least 1000 m from the I excavations. Overpressure levels below 115 dBL and vibration levels below 1 mm/s are expected at 1000 m from such blasting. Should the Contractor wish to exceed this Maximum Instantaneous Charge or blast

at closer dstances, he should demonstrate that such blasting can be carried out without exceeding the recommended vibration and over- I pressure levels recommended in Section 3.6. I - 7.2. TRACK LAYING

The noise associated with track laying occurs for a shorter period

of time than the major earthworks and progresses at the rate of approximately 1 km per week. An estimate of the equipment and noise levels is also given in Table 8, along with an estimate of the shielded noise at a distance of approximately 2000 m from the

combined equipment. In actual practice, the equipment will be distributed along a length of track resulting in lower noise levels. The peak noise level associated with track laying is 6 dBA lower than for the earthworks with noise levels up to 54 dBA at the

residences at Newnes Junction, a level of approximately 34 dBA at the house at Clarence on the Old Bells Line of Road and a maximum level of 30 dBA at the Newnes Camp. Peak noise levels in the Blue Mountains National Park will be approximately 28 dBA.

Other than for track laying near Newnes Junction, the noise levels I from track laying are below the levels in Table 2 for such daytime activity at nearby residences and are unlikely to cause annoyance I to residents. I 7.3. OPERATION OF THE RAIL LOOP

In order to assess the impact of noise from coal trains, measurements I -28- II jI I

I of electric locomotive hauled coal trains were carried out near Bell Station on the Great Western Line. The maximum measured noise level I from the trains passing has been used, together with shielding and distance attenuation to calculate the expected noise levels from train I movements. Distance attenuation has been based on 3 dBA per doubling of distance, up to 170 m and 6 dBA per doubling of distance beyond LI 170 m. The noise level of coal trains used for the calculations was 83 dBA at 15 m, considered as a 5140 m long line source.

I During loading, the train will be continuously travelling at approxi-

mately 1 km/hr with lower noise levels expected than the peak level I mentioned above. Noise levels similar to the peak levels may occur while the train is travelling to and from the Birds Rock rail loop, I along the rail spur.

I The major noise impact generated by railway movements will occur on the section of track near the Clarence Colliery loop where the trains are close to Newnes Junction and Clarence. At the northern end of LI the line the rail loop is approximately 3 km from the Newnes Affores- tation Camp where peak train levels below approximately 140 dBA are

I expected (including 8 dBA shielding). Peak noise levels of approximately 78 dBA are anticipated at Newnes Junction when the trains pass I by on the Great Western Line.

I Figure 3 indicates the peak noise level contours anticipated based on estimates of the shielding attenuation. Such peak levels are intermittent and occur only when trains pass, being 12 times per day from I trains associated with the Birds Rock Colliery and an additional 8 I times per day from the proposed East Lithgc'i Colliery trains. The peak noise levels from trains on the Birds Rock spur are less I than the level of 55 dBA recommended in Section 3.5 for residences near the rail spur other than for the residences at Newnes Junction I I - 29 - I I I I which also adjoin the Great Western line. At these latter residences,

the noise from existing rail movements on the Great Western Line will I completely dominate the rail spur noise.

I The rugged topography contributes greatly to the shielding of train noise in the Blue Mountains National Park. Estimates of the 30 dBA I contours in Figure 3 briefly cross into the National Park mainly near Newnes Junction where the 90 trains per day on the Great Western Line I will dominate the contribution from the Birds Rock Spur. However, strong temperature inversions may reduce the shielding attenuation I to more distant areas of the National Park. The occurrence of low background noise levels below 30 dBA within the National Park during periods of negligible wind and minimal wildlife activity may result

I in the coal trains being audible during such periods. I I I I I I I I I I I - 30 - I ------

I I ho On- n n r . EXISTING NOISE MEASUREMENTS

- Noise Levels (dBA) Date Time Ambient Noise Sources Background Noise Sources Leq 1.95 L90 L50 L1O Li

23/014/81 051+0 1 Birds and ducks Wind in trees 39 36 37 39 1+2 1+6

23/01+181 1030 1 Ducks, birds, dog, Wind in trees 51+ 35 36 140 51 66 tractor 22/014/81 1200 1 - Leaves rustling, crickets 39 30 31 35 142 45 22/014/81 2050 1 - Wind in trees 38 31 31 32 31+ 1+5 23/014/81 0615 2 Birds Traffic in Lithgow, nearby stream 38 32 32 31+ 1+2 1+8 23/014/81 0955 2 Train horn, quarry blast, birds Noise from stream 36 30 31 32 36 1+7 22/014/81 2310 2 - Nearby stream 33 31 31 32 31+ 1+0 23/014/81 C'500 3 Wind in trees, traffic on Chifley - Road 34 28 28 30 37 44 23/014/81 1110 3 Sawmill, traffic Wind in trees, traffic on Chifley Road 42 34 35 38 43 48

22/014/81 1300 3 Sawmill Leaves rustling, traffic on Chifley Road 41 31 32 35 1+0 47

22/04/81 2020 3 Occasional vehicles on Chifley Road Very still 27 20 20 - 29 34 23/014/81 01+35 1+ Traffic on Chifley Chifley Road traffic, wind in trees Road (20 knots) 40 37 37 39 41 145 23/014/81 1135 4 Trucks Traffic on Chifley Road, wind in trees 49 36 37 43 48 60

22/04/81 1345 4 Train, truck, dog bark- Traffic on Chifley Road, wind in ing trees 56 34 37 43 53 66 I I I W289 : TABLE 2 I CALCULATED BACKGROUND NOTSE LEVELS (R3) I I Week-ends and I Time Period Monday to Friday Public Holidays 0600 - 0700 35 30 I 0700 - 1800 45 Lo I 1800 - 2200 35 35

I 2200 - 0600 30 30 I I I Australian Standard 1055 - 1978 I I I I I I I I ------

W4289 : TABLE 8 NOISE FROM RAILWAY CONSTRUCTION AT 2 km DISTANCE

Level at Level at Distance Building Distance Residence Equipment Type TypTcal Unit No 15 m (dBA) - (m) Attenuation Shielding Attenuation (dBA)

Ea rthworks

Dozer Cat D9 2 89 2000 10 42 37 Front-end Loader Cat 980 1 85 2000 - 10 42 33 Grader Cat 11+ 1 81 2000 - 10 42 29 Vibrating Roller Dynapac CA25 2 8+ 2000 - 10 42 32 Trucks 20 tonne 4 80 2000 - 10 42 28 Total 40

Track Lavin

Ballast regulating Machine 1 79 2000 10 42 27 Tamping and lining machine 1 82 2000 - 10 1+2 30 Impact hammers 2 76 2000 - 10 1+2 24 Crane PHB 6 tonne 1 78 2000 - 10 42 26 Compressor Atlas Copco XASS1200 1 64 2000 - 10 142 12 Total 314 I

I W289 : FIGURE 3 PEAK NOISE LEVEL (dBA) CONTOURS OF TRAINS ON I BIRDS ROCK RAIL SPUR AND GREAT WESTERN LINE I I I I I I I I I

I I I I £:JI I I I Note: These peak noise levels are not continuous and only occur I as trains move along the Birds Rock rai I spur and the Great I Western Line. I Scale 1 : 1000000 I I NATIVE VEGETATION BiRDS ROCK RAILWAY ROUTE I I I F I I I I I I I I I I I D. H. BENSON B 0 TA N I S T I ROYAL BOTANIC GARDENS I I This report covers the native veetstion affected by the proeosed route of the Birds Rock Colliery Railway from Newnes Junction to the proposed Birds Rock Colliery, a distance of 12 km. It has been compiled from limited fieldwork along the route on 11/6/81, a helicopter trip I slang the route and general information gained during earlier survey work on the Newnes Plateau north of the railway line (Benson 1978, 1980). The short time allowed for the present survey has enabled I only general aspects to be raised. CD

The proposed route rims from the Birds Rock Colliery site southwards I for approximately 12 km to the main western railway line at Newnes Junction. It is almost entirely within the catchments of Bungleboori and Wollangainbe Creeks, both of which are important creeks in Blue Mountains National Park. The railway route is generally between 0.2 I and 2 km inside the western watershed. I Vegetation The vegetation is essentially all natural with the exception of the Nine Mile Pine Plantation at the northern end and several sand quarries at Newnes Junction. This vegetation is mainly eucalrpt open-forest of I high altitude species, particularly Encalyrtus dives, E. radiata, E. sieberi and E. oreades with smaller occurrences of E. mannifera and E. paiaciflora. Such vegetation is described in Benson (1978).

Open-forest is mainly on ridges, hillsides and steeper valleys. On very exposed ridgetops, patches of mallee with Eucalyptus stricta and various I heath shrub species, are found. This is particularly extensive around Bald Trig. (1176 m).

In the headwaters of many of the creeks are extensive treeless swamps I with vegetation dominated by shrub species, particularly Leptosrermum lanigerar, Baeckea linifolia, Lerborcermum obovatum, and Grevillea acanthifolia, and sedge species, particularly Lepidosperma limicola, I lmpodisma minus, Xyris ustulata, lynnoschodnus sphaerocephalus and Gahnia species. ;irecies distribuion forms a mosaic pattern and I appears to be related to depth to watertable,depth of peat, amount of running water etc. A number of siamps had been burnt in the past 12 months and some species become conseicuous immediately after a fire, to be gradually overtopped by later successional species. A number of plant species are restricted to these swamps and one, in particular, I Dillwynia stipulifera, has only ever been found in a swamp on Dargans Creeks at Clarence and at one locality west of Nowra. This species is only conspicuous when flowering (October, November) and was not I• observed during the present survey, though it is likely to be present in swamps along the railway route. Other species restricted to the swamps and of limited occurrence include Olearia auercifolia and I Eriostenion obovalis. Comments I Whilst the impact of the proposed railway on the open-forest vegetation is likely to be slight, disturbance should be kept to a minimum as, although the vegetation type was once fairly extensive on the Newnes I Plateau, its extent is being continually reduced by piecemeal clearing for pine plantation, mine works, roads and tracks, and sand quarries. The railway route and associated tracks should also avoid heath areas, I particularly that around Bald Trig. The affect of the railway on the swamps will be much greater. Formation of the swamps appears to be caused by a claystone or shale layer at or I close to the 1100 m contour, in almost all cases, the head of the swamp begins at this level. This impervious layer appears to collect water from the higher level, permeable sandstones and, drain it out along the sides of the valleys. Swamps occur in catchments of all the major I waterways of the Newnes Plateau but are particularly concentra:ed in I 2.

the catchments of Woflangambe/Bungleboori Creeks and Came Creek (see table).

Unfortunately the location of the proposed railway is approximately along the 1100 m contour and cuts across 5 out of 14 of these swamps, including the largest and best remaining one on Paddys Creek. Crossing of this swamp and others should be avoided by relocating the line either downstream or upstream of the swamp. Where crossings are made, there must be as little disturbance to drainage patters and channels as possible. Bridges must allow free water movement under the railway at all possible points and should not channel streams into one or two courses (as with culverts) since this causes disturbance to the mosaic nature of the vegetation. It is also desirable that swamp- dwelling animals be able ':o move under such bridges.

Overall, because of the location of the proposed route within the Wollangambe/Bungleboori catchments and their importance as part of Blue Mountains National Park, and the impact of the route on so many of the swamps of the catchment, the biologically favoured route is along the catchment watershed to the west, in the vicinity of the Old Bells Road. Such a route was used by the earlier Newnes Railway. This route would enable the valuable biological features of the area to be retained while allowing for successful coal conveyance.

D.H. Benson (Botanist (Plant Ecologist) Poyal Botanic Gardens Sydney 26/6/81

Benson D.H. (1978) Native Vegetation of the Newnes Plateau. Unpub report prepared for Electricity Commission by Royal Botanic Gardens Benson D.H. (1980) Vegetation of Birds Rock Colliery Site. Appendix A in Birds Rock Colliery Environmental Impact Statement. Table

Number of Swamps in Various Catchments of the Newnes Plateau.

Numbers subject to final air-photo assessment and ground checking.

Catchment Flows to Total No. of Swamps

Dargans Creek River Lett 7 Farmers Creek Cox River 7 Marrangaroo Creek Cox River 0 Wollangambe/Bungleboori Colo River 14 Nayook Creek Wollanambe 1 Budgery/Rocky Creek Wolgan River Deanes Creek Wolgan River 2 Came Creek Wolgan River 11 Wolgan River (upper) 3 Kangaroo Creek Cox River 1 N

Ott 100,

\( A KEY f\.),' Cj

- JCHOLOGICAL 3URVTY GF O1O3ED

UTL O LAILY LIi T.LEiT iWiLS JUNCTION ALD BIRDS ROCK

June, 1981.

e1en Brayshaw, Consultant Xrchaeo1oist. I On June 15 and. 16, 1981, an archaeological investigation was undertaken of the proposed route of a railway line I from Newnes Junction to the Bird's Rock Colliery site. The survey was conducted. for Sinclair Nnight and. Partners I acting on behalf of the N.S.W. Electricity uommission. .uhe earliest date for commencement of the project is late I 1982.

I TEE ROUTE The route is about 11 kilometres in length, including a I loop at the Dird's Rcck end, and the width of line, maintenance road, etc, 40 metres, within an easement of 300 metres.

The route passes over sandstone, claystone and shale of I the Narrabeen Group of Triasic sandstones. Vegetation over much of the route is mountain schierophyll forest, with small areas of heath swamp. It passes through the Newnes State Forest, and also the Nine rule Pine Plantation, where most of the timber has been felled. The northern section of the route is crossed by riany forest tracks. Further south it runs just east of the Old Bells Line I of Road, and is again crossed by a number of tracks. I OTHER SIT±S Ii THE AREA

In the N.S.W. National Parks central register there are a number of sites in the vicinity of the proposed route of the railway line. At Nount Fame, east of the Nine Nile Pine Plantation, there are two: 451-4, comprising a rock shelter with archaeological deposit and a red hand stencil, and several groups of axe rindins. grooves; and 45-1-3, comprising groups of axe grinding rooves and two shelters with bird print engravings.

'iest of the Nine Mile Pine Plantaion and just north of the junction of the Old Bells Line of Road and the road to the Newnes Afforestation C--mp occur two more groups of axe grinding grooves (45-1-21 45-1-5). ./2. F 2. I Closest to the route are two sites 1ust below Bald Trig. One (4322 9573 Lithgow 1:25,000) a shelter with hand stencils and shaliow deoosit, :rid the other (4325 9572) an engraving in a wind eroded concave deression in a I rock outcrop. I THE SURVEY

The route was inspected at every '-'oint of vehicle access, and surveys on foot made along most sections of the route from these points.

r'iany of the creeks are swarpy, and owing to the nature of the soil and vegetation cover, very little erosion occurs in the area. Open sites were therefore unlikely to be found. Attention was paid to ridges and rock outcrops, where most sites in this area north of Clarence have been found.

WHAT iS FCUCD

At 4110 9922 a shelter, A, was found with flakes of fine grained siliceous material on the surface of a shallow deposit, and 10 axe grinding grooves on top of the outcrop.

This site is on top of a ridge, above the railway easement. Although it looks stable, it is recommended that the site be inspected by a geologist and consideration given to the possible effects of vibration.

Two additional sites were found near Bald Trig. i shelter, B, at 4318 9575, with a small amount of deposit, and one flake of fine grained siliceous material being seen on the surface. At 433 9580 one axe grinding groove, C. uhis groove is on a flattish rock near an outcrc, and only about 22 metres away from the road, and very close to the proposed railway line. .13. 3.

jCQiI'TTIQ

The axe Crinding mroove, C, is the only site likely to be directly affected by construction of the railway line, and it would probably be relatively easy to move out of the way.

However, given the presence of three other sites between Bald Tr1R and the line, all of which are likely to be vulnerable to vibration effects, it is recommended that the line avoid all of the rocky outcrop holow Bald Trig and be situated as far away from it a the eeserent will allow, at least.

A geological 'aort on the possible effects of vibration on • these sites and site A will hnlre to he presented to the Central iemion rchaecloist of the iJational tarks and Jildlife Service. If the ::emoft i:s ndverse there ma have to be an alteration in the mroosed route of the railway line.

1 ~

I SITE A 4110 9922 (Li±hgow 1:25 000) SKETCHED

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S. ,o ?'C,i.t .5.. C\ SITE B 4318 9575 (Lithgow 1:25,000) SKETCHED

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C (i.33 9 9S80 (L ; A, tow I 2500) TC'I4E

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